Dust Processing Equipment

Abstract

A dust processing device capable of suppressing the release into the environment of dust generated from vehicle components as the vehicle travels, without interfering with the regeneration process of a particulate filter. [Solution] The dust processing device (1) includes dust collection means (80) (brake dust collection section (801), tire wear dust collection section (802)) that collects dust generated from vehicle components (brakes (61) and tires (60)) as the vehicle travels, a dust transfer pipe (82) that connects the exhaust pipe (18) to the dust collection means (80) upstream of a GPF (20B) that captures and removes PM contained in the exhaust and also captures and removes dust, an introduction means (83) (negative pressure generation section (83A) that introduces dust into the exhaust pipe (18) through the dust transfer pipe (82), an on-off valve (84) that is installed in the dust transfer pipe (82) and opens and closes the dust transfer pipe (82), and an ECU (70) that performs regeneration processing for the GPF (20B) and controls the operation of the on-off valve (84). The ECU (70) closes the on-off valve (84) when regeneration processing for the GPF (20B) is being performed.

Description

[Technical Field]

[0001] The present invention relates to a dust processing apparatus for processing dust (brake dust, tire wear dust, etc.) generated from brakes, tires, etc. as a vehicle travels. [Background technology]

[0002] As a vehicle travels, dust (brake dust, tire wear particles, etc.) is generated from vehicle components such as brakes (brake pads) and tires. Furthermore, the amount of dust (brake dust and tire wear particles) tends to increase as vehicle weight increases due to factors such as the shift to hybrid electric vehicles (HEVs) and improvements in collision safety performance. Meanwhile, for example, the European exhaust gas regulation Euro 7 is scheduled to introduce regulations on dust emitted from brakes and tires. Therefore, there is a need for a system that can capture (recover) and process dust such as brake dust and tire wear particles.

[0003] For example, Patent Document 1 discloses a brake dust treatment device that collects and incinerates brake dust. More specifically, this brake dust treatment device includes a dust cover that covers a braking device that generates braking force through friction and collects brake dust generated by the braking device, collection means (such as a dust cover) that collects the brake dust collected in the dust cover by using negative pressure generated by the vehicle, and combustion treatment means (catalyst) that combusts the brake dust collected by the collection means. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 2019-108812 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, catalysts such as gasoline particulate filters (GPFs) and diesel particulate filters (DPFs) (hereinafter collectively referred to as "particulate filters") that capture and remove particulate matter (PM) contained in engine exhaust gases become clogged with the trapped PM when they are used continuously. Therefore, when the particulate filter has captured a certain amount of PM, it performs a regeneration process in which the air-fuel ratio (A / F) of the engine's air-fuel mixture is controlled to be rich (thereby enriching the HC concentration in the exhaust) and the trapped (accumulated) PM is burned and removed.

[0006] As described above, the brake dust treatment device described in Patent Document 1 introduces brake dust through an exhaust passage, adsorbs and holds it on a catalyst, and then heats the catalyst to burn off the brake dust (regenerate). However, if brake dust is sucked in along with air while the catalyst (particulate filter) is being regenerated, the HC concentration near the catalyst (particulate filter) may shift to the lean side, preventing the catalyst (particulate filter) from being regenerated properly. However, this point was not taken into consideration in the brake dust treatment device described in Patent Document 1.

[0007] The present invention has been made to solve the above problems, and aims to provide a dust processing device that can suppress the release into the environment of dust generated from vehicle components as the vehicle runs, without interfering with the regeneration process of the particulate filter. [Means for solving the problem]

[0008] A dust processing apparatus according to one aspect of the present invention comprises a dust collecting means for collecting dust generated from vehicle components as the vehicle travels, a particulate filter provided in an exhaust pipe for capturing and removing particulate matter contained in engine exhaust and also capturing and removing dust, a dust transfer pipe upstream of the particulate filter that connects the exhaust pipe with the dust collecting means, introducing means for introducing dust into the exhaust pipe through the dust transfer pipe, an on-off valve provided in the dust transfer pipe for opening and closing the dust transfer pipe, and a control unit that performs regeneration processing of the particulate filter and controls driving of the on-off valve, and is characterized in that the control unit closes the on-off valve when performing regeneration processing of the particulate filter.

[0009] According to one aspect of the present invention, the dust treatment device is provided with an on-off valve that is installed in a dust transfer pipe that connects the exhaust pipe and the dust collecting means on the upstream side of the particulate filter and that opens and closes the dust transfer pipe, and when regeneration processing of the particulate filter is being performed, the on-off valve is closed. Thus, communication between the exhaust pipe and the dust collecting means is blocked and introduction of air containing dust into the exhaust pipe (particulate filter) is prohibited. Therefore, it is possible to prevent interference with appropriate regeneration processing of the particulate filter. [Effects of the Invention]

[0010] According to the present invention, it is possible to suppress the release of dust generated from vehicle components as the vehicle travels into the environment without interfering with the regeneration process of the particulate filter. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing the configuration of a dust processing apparatus according to an embodiment and a vehicle (engine) to which the dust processing apparatus is applied. [Figure 2] 1 is a diagram showing a configuration of a dust processing apparatus according to an embodiment; [Figure 3] 3 is a diagram showing the configuration of an example of an introduction means (negative pressure generating unit) that constitutes the dust processing apparatus according to the embodiment. FIG. [Figure 4] 10 is a diagram showing the configuration of another example of the introduction means (negative pressure generating unit) that constitutes the dust processing apparatus according to the embodiment. FIG. [Figure 5] 3 is a flowchart showing a procedure for treating dust by the dust treatment apparatus according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Preferred embodiments of the present invention will be described in detail below with reference to the drawings. Unless otherwise specified, the same or corresponding parts in the drawings will be designated by the same reference numerals. Furthermore, the same elements in each drawing will be designated by the same reference numerals, and redundant explanations will be omitted.

[0013] First, the configuration of a dust processing apparatus 1 according to an embodiment will be described with reference to Figures 1 to 4. Figure 1 is a diagram showing the configuration of the dust processing apparatus 1 and a vehicle (engine 10) to which the dust processing apparatus 1 is applied. Figure 2 is a diagram showing the configuration of the dust processing apparatus 1. Figure 3 is a diagram showing the configuration of an example of an introduction means 83 (negative pressure generating unit 83A) that constitutes the dust processing apparatus 1. Figure 4 is a diagram showing the configuration of another example of an introduction means 83 (negative pressure generating unit 83B) that constitutes the dust processing apparatus 1.

[0014] The engine 10 is, for example, a horizontally opposed four-cylinder gasoline engine. The engine 10 is a direct-injection engine that directly injects fuel into the cylinders. In the engine 10, air is drawn in through an air cleaner 16, throttled by an electronically controlled throttle valve (hereinafter simply referred to as a "throttle valve") 13 provided in an intake pipe 15, and then passes through an intake manifold 11 and is drawn into each cylinder formed in the engine 10. The amount of air drawn in through the air cleaner 16 is detected by an air flow meter 14 disposed between the air cleaner 16 and the throttle valve 13. A vacuum sensor 30 is disposed inside a collector (surge tank) that constitutes the intake manifold 11, and detects the pressure within the intake manifold 11 (intake manifold pressure). The throttle valve 13 is also provided with a throttle opening sensor 31 that detects the opening of the throttle valve 13.

[0015] The cylinder head is formed with an intake port 22 and an exhaust port 23 for each cylinder (only one bank is shown in FIG. 1). Each intake port 22 and exhaust port 23 is provided with an intake valve 24 and an exhaust valve 25 that open and close the intake port 22 and exhaust port 23, respectively. A variable valve timing mechanism 26 is disposed between the intake camshaft that drives the intake valve 24 and the intake cam pulley. The variable valve timing mechanism 26 rotates the intake cam pulley and the intake camshaft relatively to continuously change the rotational phase (displacement angle) of the intake camshaft with respect to the crankshaft 10a, thereby advancing or retarding the valve timing (opening / closing timing) of the intake valve 24. The variable valve timing mechanism 26 variably sets the opening and closing timing of the intake valve 24 according to the engine operating conditions.

[0016] Similarly, a variable valve timing mechanism 27 is disposed between the exhaust camshaft and the exhaust cam pulley, which rotates the exhaust cam pulley and the exhaust camshaft relatively to continuously change the rotational phase (displacement angle) of the exhaust camshaft with respect to the crankshaft 10a, thereby advancing or retarding the valve timing (opening / closing timing) of the exhaust valve 25. The variable valve timing mechanism 27 variably sets the opening / closing timing of the exhaust valve 25 according to the engine operating state.

[0017] An injector 12 that injects fuel into the cylinder is attached to each cylinder of the engine 10. The injector 12 directly injects fuel pressurized by a high-pressure fuel pump (not shown) into the combustion chamber of each cylinder.

[0018] The cylinder head of each cylinder is also fitted with a spark plug 17 that ignites the air-fuel mixture, and an igniter-equipped coil 21 that applies high voltage to the spark plug 17. In each cylinder of the engine 10, the air-fuel mixture of intake air and fuel injected by the injector 12 is ignited by the spark plug 17 and combusted. Exhaust gas after combustion is discharged through an exhaust pipe 18.

[0019] An air-fuel ratio sensor 19 is attached downstream of the collecting portion of the exhaust pipe 18 and upstream of the exhaust purification catalyst 20A. As the air-fuel ratio sensor 19, a linear air-fuel ratio sensor (LAF sensor) is used, which can output a signal corresponding to the oxygen concentration and unburned gas concentration in the exhaust (i.e., a signal corresponding to the air-fuel ratio of the mixture) and can linearly detect the air-fuel ratio.

[0020] An exhaust purification catalyst 20A is disposed downstream of the LAF sensor 19. The exhaust purification catalyst 20A is a three-way catalyst (TWC) that simultaneously oxidizes hydrocarbons (HC) and carbon monoxide (CO) in the exhaust and reduces nitrogen oxides (NOx), thereby purifying harmful gas components in the exhaust into harmless carbon dioxide (CO2), water vapor (H2O), and nitrogen (N2).

[0021] A GPF (Gasoline Particulate Filter) 20B that captures and removes PM (Particulate Matter) contained in the exhaust gas is disposed downstream of the exhaust purification catalyst 20A (for example, under the floor near the engine 10). That is, HC, CO, and NOx are purified by the exhaust purification catalyst 20A, and then PM is captured and removed by passing the exhaust gas through the GPF 20B. A so-called closed type (wall-flow type) GPF 20B is preferably used, in which a heat-resistant ceramic such as cordierite is formed into a honeycomb structure and a large number of cells that serve as gas flow paths are sealed at their end faces so that the inlet and outlet sides are staggered.

[0022] However, if the GPF 20B continues to be used, it will become clogged with trapped PM. Therefore, when the GPF 20B has captured a certain amount of PM, it performs a regeneration process in which the air-fuel ratio is enriched and the trapped (accumulated) PM is burned and removed. The GPF 20B also captures and removes dust (brake dust and tire wear particles) emitted from, for example, the brakes 61 and tires 60. Details will be described later.

[0023] A muffler (silencer) 50 that reduces exhaust noise is connected to the rear end of the exhaust pipe 18 (i.e., downstream of the GPF 20B). The muffler 50 has a plurality of partition walls or the like arranged inside a housing formed, for example, in the shape of a rectangular parallelepiped, a cylinder, or an elliptical cylinder, and reduces exhaust noise by gradually expanding the exhaust gas or by repeatedly causing pressure waves to interfere with each other, thereby lowering the pressure and temperature of the exhaust gas. Note that a pre-muffler that mainly reduces high-frequency noise may be provided upstream of the muffler (main muffler) 50.

[0024] An exhaust gas recirculation device (hereinafter referred to as an "EGR (Exhaust Gas Recirculation) device") 40 is provided in the exhaust pipe 18. The EGR device 40 recirculates a portion of the exhaust gas (exhaust gas) emitted from the engine 10 to the intake manifold 11 of the engine 10. The EGR device 40 has an EGR pipe 41 that connects the exhaust pipe 18 of the engine 10 with the intake manifold 11, and an EGR valve 42 that is installed in the EGR pipe 41 and adjusts the amount of exhaust gas recirculation (EGR flow rate). The opening degree (EGRSTP) of the EGR valve 42 is controlled by an ECU 70, which will be described later, in accordance with the operating state of the engine 10.

[0025] In addition to the air flow meter 14, LAF sensor 19, vacuum sensor 30, and throttle opening sensor 31 described above, a cam angle sensor 32 for identifying the cylinders of the engine 10 is attached near the camshaft of the engine 10. A crank angle sensor 33 for detecting the rotational position of the crankshaft 10a is attached near the crankshaft 10a of the engine 10. A timing rotor 33a having, for example, 34 protrusions with two teeth missing, formed at 10° intervals, is attached to the end of the crankshaft 10a. The crank angle sensor 33 detects the rotational position of the crankshaft 10a by detecting the presence or absence of the protrusions on the timing rotor 33a. The cam angle sensor 32 and the crank angle sensor 33 may be, for example, electromagnetic pickup types.

[0026] These sensors are connected to the ECU 70. In addition, various sensors are also connected to the ECU 70, such as a water temperature sensor 34 that detects the temperature of the coolant for the engine 10, an oil temperature sensor 35 that detects the temperature of the lubricating oil, and an accelerator sensor 36 that detects the amount of depression of the accelerator pedal, i.e., the amount of operation of the accelerator.

[0027] Furthermore, the ECU 70 is communicably connected to a vehicle dynamics control unit (hereinafter referred to as "VDCU") 71 and the like via a CAN (Controller Area Network) 100.

[0028] The VDCU 71 is connected to a brake switch 72 that detects whether the brake pedal is depressed, and a brake fluid pressure sensor 73 that detects the master cylinder pressure (brake hydraulic pressure) of a brake actuator 77. Also connected to the VDCU 71 is a wheel speed sensor 74 that detects the rotational speed (vehicle speed) of each wheel 60 of the vehicle. A magnetic pickup or the like is preferably used as the vehicle speed sensor 74. Note that FIG. 2 shows only one wheel 60 of the four wheels. Also connected to the VDCU 71 are a steering angle sensor that detects the rotation angle of the pinion shaft to detect the turning angle of the front wheels (i.e., the steering angle of the steering wheel), which are the steered wheels, and an acceleration sensor that detects the acceleration acting on the vehicle.

[0029] The VDCU 71 brakes the vehicle by driving the brake actuator 77 (brake 61) in accordance with the amount of brake operation (amount of brake pedal depression) by the driver. The VDCU 71 also detects vehicle behavior using various sensors (e.g., vehicle speed sensor 74, steering angle sensor, acceleration sensor, yaw rate sensor, etc.), and suppresses skidding and ensures vehicle stability during cornering by controlling the brakes through automatic pressurization and torque control of the engine 10. The VDCU 71 transmits detected braking information (brake operation information) such as the brake switch 72 and brake fluid pressure, wheel speed (vehicle speed), acceleration, etc. to the ECU 70 via the CAN 100.

[0030] The ECU 70 is configured to include a microprocessor that performs calculations, an EEPROM that stores programs and the like for causing the microprocessor to execute various processes, a RAM that stores various data such as calculation results, a backup RAM in which the stored contents are maintained by a battery or the like, and an input / output I / F, etc. The ECU 70 also includes an injector driver that drives the injector 12, an output circuit that outputs an ignition signal, a motor driver that drives the electric motor 13a that opens and closes the electronically controlled throttle valve 13, and a driver circuit that drives an on-off valve 84, which will be described later.

[0031] The ECU 70 identifies the cylinder from the output of the cam angle sensor 32, and determines the rotational angular velocity and engine speed from the output of the crank angle sensor 33. The ECU 70 also acquires various information such as the intake air amount, intake pipe negative pressure, accelerator operation amount, air-fuel ratio of the mixture, and water temperature and oil temperature of the engine 10 based on detection signals input from the various sensors described above. Furthermore, the ECU 70 receives braking information (brake operation information) such as brake fluid pressure from the brake switch 72, wheel speed (vehicle speed), acceleration, etc. via the CAN 100.

[0032] Based on the acquired information, the ECU 70 controls the fuel injection amount, ignition timing, and various devices such as the throttle valve 13 and the EGR valve 42, thereby comprehensively controlling the engine 10. The ECU 70 also controls the air-fuel ratio of the mixture to be rich at a predetermined timing (i.e., when a predetermined regeneration process execution condition is met) to execute the regeneration process of the GPF 20B. Furthermore, the ECU 70 controls the drive (opening / closing operation) of an on-off valve 84, which will be described later in detail.

[0033] As described above, the brake 61 is driven and controlled by the VDCU 71 to brake the wheel 60. In this embodiment, a disc brake is used as the brake 61. The brake 61 is configured to include a brake disc (disc rotor) 62 attached to the wheel 60 of the vehicle, and a brake caliper 63 incorporating brake pads and pistons (not shown).

[0034] During braking, the brake pads are pressed against the brake disc (disc rotor) 62 by hydraulic pressure, and the resulting frictional force brakes the wheel 60 connected to the brake disc 62.

[0035] By the way, dust (brake dust) is generated from the brake 61 (brake pad) when braking (the brake pad is pressed against the brake disc 62). In addition, dust (wear debris) is generated from the tire 60 as the vehicle travels. The brake 61 and the tire 60 correspond to vehicle components described in the claims.

[0036] The dust processing device 1 processes (collects and purifies) dust (brake dust and tire wear particles) generated from brakes 61 and tires 60 (vehicle components) as the vehicle travels.

[0037] In particular, the dust processing device 1 has the function of suppressing the release into the environment of brake dust and tire wear powder (dust) generated from the brakes 61 and tires 60 (vehicle components) as the vehicle travels, without interfering with the regeneration process of the GPF 20B.

[0038] Therefore, the dust processing apparatus 1 is mainly configured to include a dust collection means 80 (brake dust collection section 801, tire wear dust collection section 802), a dust transfer pipe (dust transfer line) 82, an introduction means 83 (negative pressure generating section 83A or 83B), an on-off valve 84, a check valve 85, a GPF 20B, and an ECU 70. Each component will be described in detail below.

[0039] The dust collecting means 80 collects brake dust generated from the brakes 61 as the vehicle travels and tire wear powder generated from the tires 60. More specifically, the dust collecting means 80 is made up of a brake dust collecting section 801 that mainly collects brake dust, and a tire wear powder collecting section 802 that mainly collects tire wear powder.

[0040] In order to efficiently collect and recover brake dust, the brake dust collecting unit 801 that collects brake dust has a dust collection cover (dust cover) 8011 that covers the brake caliper 63 that constitutes the disc brake 61. It is preferable that the dust collection cover 8011 entirely covers the outer surface of the brake caliper 63 while avoiding interference with the brake disc (disc rotor) 62.

[0041] The tire wear dust collecting unit 802 that collects tire wear dust is mainly configured to have an air blowing unit 8021 and a collecting member 8023 in order to efficiently (effectively) collect and recover the tire wear dust.

[0042] The air blower (fan) 8021 is attached coaxially to the outer periphery of the axle 59 to which the tire 60 is attached (i.e., rotates together with the axle 59), and has one or more blades 8022 that generate an airflow (wind) that blows tire wear dust (and brake dust that has leaked from the dust collection cover 8011) inward in the vehicle width direction (axial direction of the axle 59). The shape, number, size, material, etc. of the blades 8022 are set taking into consideration, for example, the balance between dust collection efficiency and rotational loss (resistance), and interference with the suspension, etc. (to avoid interference). The settings may be different between the drive wheels (which are more likely to produce tire wear dust than the driven wheels) and the driven wheels, and between the front wheels (which are more likely to produce brake dust than the rear wheels) and the rear wheels.

[0043] The collection member 8023 is formed, for example, in a generally hemispherical shape (roughly cone-shaped) with a cut-off bottom, and is provided inside the wheel well (fender) (i.e., so as to cover the tire 60 and the blower 8021), with its top connected to the dust delivery pipe 82 (brake dust delivery pipe 821). That is, the collection member 8023 is formed like a funnel. The collection member 8023 collects tire wear powder carried by the air flow generated by the blower 8021 and delivers (guides) it to the dust delivery pipe 82 (brake dust delivery pipe 821). Note that, because tire wear powder is mainly released behind the tire, it is preferable that the collection member 8023 cover the rear of the tire, for example, like a mudguard. The collection member 8023 is also preferably formed from, for example, resin.

[0044] It should be noted that the air volume (air pressure) of the air blower 8021 varies depending on the vehicle speed, but in order to selectively collect tire wear powder, it is preferable to set it so that even at a relatively small air volume (low rotation), tire wear powder can be sent to the dust delivery pipe 82 (brake dust dust delivery pipe 821), while at a relatively large flow rate (high rotation), particles heavier than tire wear powder (for example, sand or stones) cannot be sent to the dust delivery pipe 82 (brake dust dust delivery pipe 821) (in other words, they will fall on their way to the dust delivery pipe 82).In addition, a filter or trap that selectively passes tire wear powder (and does not pass particles other than tire wear powder) may be provided at the connection to the dust delivery pipe 82, etc.

[0045] As described above, the GPF 20B is provided in the exhaust pipe 18, and captures and removes PM (particulate matter) contained in the exhaust gas from the engine 10, as well as dust particles such as brake dust and tire wear particles. Since the details are as described above, detailed description thereof will be omitted here.

[0046] Dust transfer pipe (dust transfer line) 82 connects exhaust pipe 18 with dust collection means 80 (brake dust collection section 801 and tire wear powder collection section 802) upstream of GPF 20B. More specifically, dust transfer pipe 82 is divided upstream of check valve 85 into brake dust transfer pipe 821 that communicates with (is connected to) dust collection cover 8011, and tire wear powder transfer pipe 822 that communicates with (is connected to) collection member 8023. Brake dust transfer pipe 821 is arranged (routed) to avoid interference with tires 60, blades 8022 (blower section 8021), etc.

[0047] The introducing means 83 introduces dust such as brake dust and tire wear powder into the exhaust pipe 18 (upstream of the GPF 20B) through the dust transfer pipe 82. For this purpose, the introducing means 83 has a negative pressure generating unit 83A or 83B that generates a negative pressure in the exhaust pipe 18 (by the negative pressure) and sucks in the dust such as brake dust and tire wear powder together with air.

[0048] More specifically, as shown in FIG. 3, the negative pressure generating section 83A (an example of the introduction means 83) is preferably configured to use, for example, a flow path switching device 83Aa to divide the flow path in the exhaust pipe immediately before the GPF 20B into two systems and to narrow one of the flow paths 18a (to increase the flow rate) to generate negative pressure.

[0049] Furthermore, as shown in FIG. 4, the negative pressure generating section 83B (another example of the introduction means 83) is preferably configured such that, for example, the flow path in the exhaust pipe immediately prior to the GPF 20B is divided into two systems, and the GPF 20B is divided into (has) a low-pressure loss section (area) 20Ba with a coarse mesh to which one flow path 18a is connected, and a high-pressure loss section (area) 20Bb with a fine mesh to which the other flow path 18b is connected, thereby unevenly distributing the pressure loss distribution and increasing the negative pressure in the negative pressure generating region (one of the flow paths 18a connected to the low-pressure loss section 20Ba).

[0050] A check valve (one-way valve) 85 is installed in the dust transfer pipe 82 downstream (on the GPF 20B side) of the junction of the brake dust transfer pipe 821 and the tire wear powder transfer pipe 822, and prevents backflow of exhaust gas to the dust collection means 80 (both the brake dust collection section 801 and the tire wear powder collection section 802) (reverse flow of exhaust gas from the exhaust pipe 18 to the dust collection means 80). Note that a known check valve can be used for the check valve 85.

[0051] The on-off valve 84 is disposed in the dust transfer pipe 82 downstream of the check valve 85 (on the GPF 20B side), and opens and closes (connects and cuts off) the dust transfer pipe 82. For example, an on-off type electromagnetic valve (solenoid valve) is used as the on-off valve 84. The driving (opening and closing operation) of the on-off valve 84 is controlled by the ECU 70.

[0052] As described above, the ECU 70 adjusts (enriches) the air-fuel ratio (A / F) of the mixture in the engine 10 at a predetermined timing (i.e., when a predetermined regeneration process execution condition is met) to perform the regeneration process of the GPF 20B (i.e., to combust and remove trapped PM, etc.), and also controls the drive (opening and closing operation) of the on-off valve 84. In other words, the ECU 70 functions as a control unit as defined in the claims.

[0053] In particular, the ECU 70 has a function of suppressing the release into the environment of dust (brake dust and tire wear particles) generated from vehicle components (brakes 61 and tires 60) as the vehicle travels, without interfering with the regeneration process of the GPF 20B. Note that the ECU 70 realizes this function by executing a program stored in, for example, an EEPROM.

[0054] For this reason (i.e., to avoid interfering with the regeneration process of GPF 20B), the ECU 70 closes (closes) the on-off valve 84 when the regeneration process of GPF 20B is being performed. The ECU 70 then blocks communication between the exhaust pipe 18 and the dust collection means 80, prohibiting the introduction of dust-containing air into the exhaust pipe 18 (GPF 20B). Furthermore, when the vehicle speed is zero (when the vehicle is stopped, i.e., when no brake dust or tire wear particles are generated), the ECU 70 closes (closes) the on-off valve 84 to prevent a drop in the temperature of GPF 20B. On the other hand, when the vehicle speed is higher than zero (when the vehicle is moving) and the regeneration process of GPF 20B is not being performed, the ECU 70 opens the on-off valve 84.

[0055] Next, the operation of the dust processing apparatus 1 will be described with reference to Fig. 5. Fig. 5 is a flowchart showing the procedure for processing dust by the dust processing apparatus 1. This processing is repeatedly executed by the ECU 70 at predetermined timings.

[0056] First, in step S100, it is determined whether the vehicle speed is zero. If the vehicle speed is zero, the process proceeds to step S106. On the other hand, if the vehicle speed is not zero, the process proceeds to step S102.

[0057] In step S102, it is determined whether or not the regeneration process of the GPF 20B is being executed. If the regeneration process is being executed, the process proceeds to step S106. On the other hand, if the regeneration process is not being executed, the process proceeds to step S104.

[0058] In step S104, the on-off valve (solenoid valve) 84 is opened, the dust collecting means 80 (brake dust collecting section 801 and tire wear powder collecting section 802) is connected to the exhaust pipe 18 (GPF 20B), and the collected dust is sucked into the exhaust pipe 18 (GPF 20B). It is then captured (held) by the GPF 20B. Thereafter, the process temporarily exits.

[0059] On the other hand, in step S106, the on-off valve (solenoid valve) 84 is closed, and communication between the dust collection means 80 and the exhaust pipe 18 (GPF 20B) is blocked. That is, communication between the exhaust pipe 18 and the dust collection means 80 is blocked, and introduction of dust-containing air into the exhaust pipe 18 (GPF 20B) is prohibited. Then, the process temporarily exits from this process.

[0060] As described above in detail, this embodiment includes an on-off valve 84 that is installed in the dust transfer pipe 82 and opens and closes the dust transfer pipe 82. When the regeneration process of the GPF 20B is being performed, the on-off valve 84 is closed. This blocks communication between the exhaust pipe 18 and the dust collection means 80 (the brake dust collection section 801 and the tire wear powder collection section 802), prohibiting the introduction of dust-containing air into the exhaust pipe 18 (GPF 20B). This prevents interference with the appropriate regeneration process of the GPF 20B. As a result, it is possible to suppress the release into the environment of brake dust and tire wear powder (dust) generated from the brakes 61 and tires 60 (vehicle components) as the vehicle travels, without interfering with the regeneration process of the GPF 20B.

[0061] According to this embodiment, the dust transfer pipe 82 is further provided with a check valve 85 that prevents backflow of exhaust gas to the dust collection means 80 (brake dust collection section 801 and tire wear powder collection section 802), and the introduction means 83 has a negative pressure generating section 83A or 83B that generates negative pressure in the exhaust pipe 18 to suck in dust. Therefore, the negative pressure can suck in dust toward the exhaust pipe 18, and backflow of exhaust gas can be prevented.

[0062] According to this embodiment, the dust collecting means 80 (brake dust collecting section 801) has a dust collecting cover 8011 that covers the brake caliper 63 that constitutes the disc brake 61. Therefore, brake dust can be efficiently collected and recovered.

[0063] Furthermore, according to this embodiment, the dust collection means 80 (tire wear powder collection unit 802) includes an air blower 8021 attached to the outer periphery of the axle 59 and having blades 8022 that generate an air flow that sends tire wear powder inward in the vehicle width direction, and a funnel-like collection member 8023 that is formed in a substantially hemispherical shape with a cut-off bottom, is installed inside the tire house, and has an apex connected to the dust delivery pipe 82 (tire wear powder delivery pipe 822), and collects the tire wear powder that is carried along with the air flow generated by the air blower 8021 and sends it to the dust delivery pipe 82 (tire wear powder delivery pipe 822). Therefore, tire wear powder can be efficiently collected and recovered.

[0064] Furthermore, according to this embodiment, the air volume of the air blower 8021 is set to an amount that can send tire wear powder up to the dust feed pipe 82 (tire wear powder dust feed pipe 822), but cannot send particles heavier than tire wear powder (sand, stones, etc.) up to the dust feed pipe 82 (tire wear powder dust feed pipe 822). Therefore, tire wear powder can be selectively collected.

[0065] Although the above describes an embodiment of the present invention, the present invention is not limited to the above embodiment and various modifications are possible. For example, in the above embodiment, the check valve 85 and the on-off valve 84 installed in the dust transfer pipe 82 are configured to be shared (as one system). However, for example, the check valve 85 and the on-off valve 84 may be divided into two systems, one for the brake system and one for the tire system. That is, the check valve 85 and the on-off valve 84 may be configured to be installed in the brake dust transfer pipe 821 and the tire wear powder transfer pipe 822, respectively. The timing for opening and closing the on-off valve 84 (i.e., dust collection timing) may be different for each system. More specifically, in the brake system, for example, the on-off valve 84 may be opened only when the vehicle speed is greater than zero (when the vehicle is moving) and the brakes are applied (when the brakes are ON).

[0066] In the above embodiment, the present invention has been described as being applied to a direct injection engine (gasoline engine) 10 equipped with a GPF 20B, but it can also be applied to, for example, a diesel engine equipped with a DPF. It can also be applied to an engine of an HEV (hybrid electric vehicle) equipped with an engine and an electric motor as a driving force source.

[0067] Furthermore, the shape and size of the brake dust collecting section 801 (dust collecting cover 8011) and the tire wear powder collecting section 802 (blades 8022 and collection member 8023) are not limited to those in the above embodiment, and can be changed as desired depending on requirements, etc.

[0068] Furthermore, for example, the dust transfer pipe 82 may be provided with a filter or trap for selectively collecting only brake dust and tire wear particles. [Explanation of symbols]

[0069] 1. Dust treatment equipment 10 Engine 18 Exhaust pipe (exhaust passage) 18a One flow path 18b The other flow path 20A Exhaust Gas Cleaning Catalyst (TWC) 20B GPF 20Ba low pressure loss area 20Bb High pressure loss area (area) 40 Exhaust Gas Recirculation System 41 EGR piping 42 EGR valve 50 Muffler (silencer) 56 Tailpipe 59 Axles 60 Wheels (tires) 61 Brake (disc brake) 62 Brake disc (disc rotor) 63 Brake caliper 70 ECU 71 VDCU 72 Brake switch 73 Brake fluid pressure sensor 74 Vehicle speed sensor 77 Brake Actuator 80 Dust collection means 801 Brake dust collection unit 8011 Dust collection cover 802 Tire wear dust collection unit 8021 Ventilation section 8022 Feather 8023 Collection materials 82 Dust transport piping 821 Brake dust transport piping 822 Tire wear dust transport piping 83 Introduction 83A, 83B Negative pressure generating section 83Aa Flow path switching device 84 On-off valve (solenoid valve) 85 Check valve (OWV) 100 CAN

Claims

1. a dust collecting means for collecting dust generated from vehicle components as the vehicle travels; a particulate filter provided in the exhaust pipe for capturing and removing particulate matter contained in the exhaust gas from the engine and also capturing and removing the dust; a dust transfer pipe communicating the exhaust pipe with the dust collecting means on the upstream side of the particulate filter; an introduction means for introducing the dust into the exhaust pipe through the dust transfer pipe; an on-off valve interposed in the dust transfer pipe for opening and closing the dust transfer pipe; a control unit that executes a regeneration process for the particulate filter and controls the drive of the on-off valve, The dust processing apparatus, wherein the control unit closes the on-off valve when a regeneration process for the particulate filter is being performed.

2. a check valve disposed in the dust transfer pipe to prevent backflow of exhaust gas to the dust collecting means; 2. The dust processing apparatus according to claim 1, wherein the introducing means has a negative pressure generating section that generates a negative pressure in the exhaust pipe to suck in the dust.

3. the vehicle component is a disc brake that brakes the vehicle, 3. A dust processing apparatus according to claim 2, wherein the dust collecting means has a dust collecting cover that covers a brake caliper that constitutes the disc brake.

4. the vehicle component is a tire, The dust collecting means is a blower attached to an outer periphery of an axle on which the tire is mounted, the blower having blades that generate an air flow that sends tire wear powder inward in the vehicle width direction; a collecting member formed in a substantially hemispherical shape with a cut-off lower portion, provided inside the tire house, and having a top portion connected to the dust-transmitting pipe, for collecting the wear powder of the tire that is carried along with the air flow generated by the blower and transmitting the collected dust to the dust-transmitting pipe; 3. The dust treatment device according to claim 2, further comprising:

5. 5. The dust processing apparatus according to claim 4, wherein the air volume of the blower is set to a level that can send the tire wear powder to the dust transfer pipe, but cannot send particles heavier than the tire wear powder to the dust transfer pipe.

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