WO1993007363A1 - Dispositif pour purifier les gaz d'echappement d'un moteur a combustion interne - Google Patents
Dispositif pour purifier les gaz d'echappement d'un moteur a combustion interne Download PDFInfo
- Publication number
- WO1993007363A1 WO1993007363A1 PCT/JP1992/001279 JP9201279W WO9307363A1 WO 1993007363 A1 WO1993007363 A1 WO 1993007363A1 JP 9201279 W JP9201279 W JP 9201279W WO 9307363 A1 WO9307363 A1 WO 9307363A1
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- absorbent
- air
- exhaust gas
- fuel ratio
- internal combustion
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9404—Removing only nitrogen compounds
- B01D53/9409—Nitrogen oxides
- B01D53/9413—Processes characterised by a specific catalyst
- B01D53/9422—Processes characterised by a specific catalyst for removing nitrogen oxides by NOx storage or reduction by cyclic switching between lean and rich exhaust gases (LNT, NSC, NSR)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
- F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/101—Three-way catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/18—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an adsorber or absorber
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2390/00—Arrangements for controlling or regulating exhaust apparatus
- F01N2390/02—Arrangements for controlling or regulating exhaust apparatus using electric components only
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/06—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by varying fuel-air ratio, e.g. by enriching fuel-air mixture
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B1/00—Engines characterised by fuel-air mixture compression
- F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
- F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an exhaust purification device for an internal combustion engine.
- the engine exhaust passage is branched into a pair of exhaust technical passages in order to purify N 0., And a ⁇ J switching valve is arranged at the branch of these exhaust technical passages, and exhaust is performed by the switching action of the switching valve.
- a diesel engine in which a gas is alternately introduced into one of the exhaust branch passages and a catalyst for oxidizing and absorbing N0,-is disposed in each of the exhaust passages (Japanese Patent Laid-Open No. 62-62). No. 106826).
- N 0 X oxidation absorbed catalyst arranged in the exhaust technique passage of exhaust gas he Shirubebi in one exhaust skill passage.
- the air-fuel ratio of the inflowing exhaust gas absorbs the NO x when an Li one down, NO x absorbent to release the NO x absorbed to decrease the oxygen temperature in ⁇ gas flowing agents together be placed in the engine exhaust passage and aft by flowing through the exhaust gas always the NO x absorbent during the engine operation, the exhaust gas flowing into the NO x absorbent is absorbed in the NO x absorbent when the lean NO x exhaust purifying apparatus for an internal combustion engine which is adapted to release from the NO x absorbent when the oxygen concentration in the exhaust gas flowing into the NO x absorbent was allowed to drop is provided with.
- FIG. 1 shows the overall view of the internal combustion engine
- Fig. 2 shows the map of the basic fuel injection time
- Fig. 3 shows the change in the correction coefficient K
- Fig. 4 shows the view from the engine.
- FIG. 5 is a diagram for explaining the NO x absorption / desorption effect
- FIG. 6 is a NO x absorption
- Fig. 7 shows the control of the air-fuel ratio
- Fig. 8 shows the flow chart of the interrupt routine.
- Fig. 9 shows the flow chart for calculating the fuel injection time TA
- FIG. 0 is an overall view showing another embodiment of the meat-fuel engine
- FIG. 11 is a diagram showing the output of the air-fuel ratio sensor
- FIG. 12 is a diagram showing the feedback correction coefficient F
- FIG. 13 is a flowchart for calculating a fuel injection time TAU
- FIG. 14 is an overall view showing still another embodiment of the internal combustion engine
- FIG. 16 is an overall view showing still another embodiment of the internal combustion engine
- FIG. Over DOO first 8 figures Furochi yer bets showing a main Lee Nruchi down
- first Figure 9 overall view showing still another embodiment of an internal combustion engine
- FIG. 1 shows a case where the present invention is applied to a gasoline engine.
- 1 is the engine body
- 2 is the piston
- 3 is the firing chamber
- 4 is the spark plug
- 5 is the intake valve
- 6 is the intake port
- 7 is the exhaust valve
- 3 is the exhaust port. Shown respectively.
- the intake port 6 is connected to a surge tank 10 via a corresponding technical pipe 9, and each technical pipe 9 is provided with a fuel injection valve 11 for injecting fuel into the intake port 6.
- the surge tank 10 is connected to an air cleaner 14 via an intake duct 12 and an air flow meter 13, and a throttle valve 15 is arranged in the intake duct 12.
- the exhaust port 8 is connected to a casing 19 containing a NO x absorbent 18 via an exhaust manifold 16 and an exhaust pipe 17.
- Electronic control unit 30 consists of a digital computer-. ⁇ R 0 (lead-on memory) interconnected by a directional bus 31 2, RAM (random access memory) 3 3, CP (microprocessor) 3, input port 35 and output port 3 S are provided. If the air flow meter 13 generates an output voltage proportional to the amount of intake air, this output voltage is input to the input port 35 via the AD converter 37.
- a temperature sensor 20 for generating an output voltage proportional to the exhaust gas temperature is mounted in the exhaust pipe 17 upstream of the casing 19, and the output voltage of the temperature sensor 20 is supplied through an AD converter 38.
- Input to input port 35 is connected to a rotation speed sensor 2 that generates an output signal indicating the engine image speed.
- the output port 36 is connected to the ignition plug 4 and the fuel injection valve 11 via the corresponding drive circuits 39 and 40, respectively.
- the fuel injection time TAU is determined based on, for example, the following equation.
- ⁇ indicates the basic fuel injection time
- ⁇ indicates the correction coefficient.
- Basic fuel injection time ⁇ This indicates the fuel injection time required to make the air-fuel ratio of the mixture supplied to the engineered cylinder the stoichiometric air-fuel ratio.
- the basic fuel injection time ⁇ ⁇ ⁇ is determined in advance by experiments, and is used in advance in the form of a map as shown in Fig. 2 as the engine load Z and the engine speed ⁇ and the engine load Z QZN (intake air volume Q ⁇ engine speed ⁇ ). It is recorded in ROM 32.
- This correction coefficient K is controlled in accordance with the operating state of the engine, and FIG. 3 shows an embodiment of the control of this correction coefficient K.
- the correction coefficient K gradually decreases as the engine cooling water temperature increases, and when the warm-up is completed, the correction coefficient K is smaller than 1.0 and constant.
- the value, that is, the air-fuel ratio of the mixture supplied to the engine cylinder, is maintained lean.
- the correction coefficient K is set to, for example, 1.0, that is, the air-fuel ratio of the air-fuel mixture supplied into the engine cylinder is set to the stoichiometric air-fuel ratio, and if the full-load operation is performed.
- the correction factor K is made larger than .0, that is, the air / fuel ratio of the mixture supplied into the engine cylinder is increased.
- the air-fuel ratio of the mixture supplied to the engine cylinder is constant except during warm-up operation, acceleration operation and full load operation. The lean air-fuel ratio is maintained, so that the lean mixture is burned in most engine operating regions.
- FIG. 4 schematically shows the concentration of typical components in the exhaust gas discharged from the combustion chamber 3.
- the concentration of unburned HC and C0 in the exhaust gas discharged from the combustion chamber 3 increases as the air-fuel ratio of the air-fuel mixture supplied into the combustion chamber 3 increases, and the combustion chamber 3 oxygen 0 2 concentration in the exhaust gas discharged from 3 increases as the air-fuel ratio of the mixture supplied into the combustion chamber 3 becomes rie down.
- the N 0 x absorbent 18 contained in the casing 19 is, for example: aluminum as a carrier, on which, for example, potassium K, sodium Na, lithium Li. , Alkaline metal such as cesium C s, alkaline earth such as norbaum Ca, caneloid Ca, rare earth such as lanthanum La and yttriaum Y At least one selected from A noble metal such as pt is supported.
- Engine intake passage and 0 When called empty Hikiri ratio of the inflow ⁇ gases the ratio of supplied to the absorbent 1 8 upstream ⁇ passage air and fuel (hydrocarbons) into the NO x absorbent 1 8 this ⁇ NC absorber 1 3 absorbs X 0 when empty ⁇ is lean of the inflowing exhaust gas, the N 0 X absorption and release action of which releases the N Omikuronkappa concentration of oxygen absorbed to decrease in the inflowing exhaust gas Do. Note that if no flint (hydrocarbon) or air is supplied into the exhaust passage upstream of the absorbent 13, the air-fuel ratio of the inflowing exhaust gas will be the mixed fuel supplied into the combustion chamber 3.
- the N Ox absorbent 18 absorbs N 0, when the air-fuel ratio of the air-fuel mixture supplied to the sintering chamber 3 is lean. If the oxygen concentration in the mixture that is flooded into S drops, the absorbed 0 s will be released.
- N 0 X absorbent 18 If the above-mentioned N 0 X absorbent 18 is placed in the engine exhaust passage, ONG-Absorber 1 S actually absorbs and releases N 0, but the detailed mechanism of this absorption and release is not clear. There are also parts. However, it is probable that this absorption / release action is carried out by the mechanism shown in Fig. 5. Next, a description will be given of an example in which platinum Pr. And platinum Ba are supported on a carrier after this mechanism i. However, other noble metals, alkali metals, alkaline earths, and rare earths may be used. Similar
- the reaction with the amount of N 0 2 oxygen concentration is lowered in the inflowing exhaust gas is lowered backward - proceed to (N 0 3 ⁇ 0 2) , nitric acid in the absorber and thus Lee on-N 0 3 - are released from the absorbent in the form of N 0 2. That is, when the oxygen concentration in inflow exhaust gas decreases from N 0 X absorbent 1 8; becomes the arc 0.1 is released.
- Convex Te empty inflow exhaust gas 'ratio NO x is released which is absorbed into the O x absorption adsorbents 1 8 in a short time sac Chi if the re Tutsi, yet the released 0 x is reduced Therefore, it is possible to prevent the emission of N 0 x into the atmosphere. Further, NO x absorbent 1 S is N 0 x so the has function even if the air-fuel ratio of the inflowing exhaust gas the stoichiometric air-fuel ratio emitted from the N 0-absorbent 1 8 of the reduction catalyst is made to reduction.
- N 0 X is released from New Omicron chi absorber 1 8 also the way the air-fuel ratio of the example exhaust gas flowing if lower lean degree of the air-fuel ratio of the inflowing ⁇ gas as described above is a Li one down . Accordingly NC - so that it is sufficient to reduce the oxygen concentration in the inflowing ⁇ gas from the absorbent 1 3 To release the O s.
- N i C is released from the NO x absorbent 18
- N 0 is not reduced in the NO x absorbent 1 S if the empty flue ratio of the inflowing exhaust gas is lean, and therefore, in this case, N i 0 x Absorber 1 Provide a catalyst that can reduce NO x downstream of 18 or NO x absorbent
- Fig. 6 shows the absorption rate R of N0x absorbed by the N0x absorbent 1S when the air-fuel ratio of the inflowing exhaust gas is lean.
- the axis Tn indicates the temperature of the TN 0 x absorbent 13 .
- the temperature T of the N 0 x absorbent 18 is almost equal to the temperature of the exhaust gas flowing into the NO x absorbent 18. It becomes serious.
- the temperature of the N 0 x absorbent 18 becomes lower than about 200 ° C. indicated by T ;
- the NO x absorption rate R decreases due to weakening.
- the air-fuel mixture lined up in the combustion chamber 3 is enriched, and during acceleration operation, the air-fuel mixture is enriched. Is the stoichiometric air-fuel ratio, but in most other operating regions, the lean mixture is burned in the combustion chamber 3.
- the air-fuel ratio of the air-fuel mixture burned in the combustion chamber 3 is approximately 18.0 or more, and in the embodiment shown in FIG. 1, the air-fuel ratio is about 20 to 24. Is burned.
- Air-fuel ratio can not and this is sufficiently reduced 1 8.0 or more to become the be a three-way catalyst had even have a reducing under re Ichin air New Omicron chi and therefore this volumes of the three-way catalyst for reducing New 0 chi under Nariichin air I cannot speak.
- a Cu-zeolite catalyst as a catalyst capable of reducing ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ even when the air-fuel ratio is ⁇ 8.0 or more, but this Cu-zeolite catalyst lacks heat resistance and thus has a poor heat resistance.
- the use of light-sensitive media is not preferred in practice.
- the end ...-Fuel ratio becomes that there is no road to but using 1 8.
- the air-fuel mixture supplied into the sintering chamber 3 is set to the linch during the full load operation, and the air-fuel mixture is set to the stoichiometric air-fuel ratio during the acceleration operation.
- M 0> will be released from N 0 absorbent 18 at full load operation and acceleration operation.
- N 0 x in situ the NO x absorbent 1 8 when periodically may be to lower the degree of lean but this, as shown in FIG. 7 (C) is not reduced must be reduced to N 0 x downstream of the N 0 x absorption adsorbents 1 8 as described above.
- N 0 of the absorption capacity of the x absorbent 1 8 5 0% N Performed when 0x is absorbed.
- the amount of N 0 X absorbed by the M 0 absorbent 18 is proportional to the amount of exhaust gas extracted from the organization and the concentration of N 0 x in the exhaust gas.In this case, the amount of exhaust gas is proportional to the amount of intake air. proportionally, since the concentration of NO x in the exhaust gas is the ratio Kiyoshi the engine load N 0: ⁇ NO x amount to be absorbed by the absorbent 1 3 exactly:.
- the amount of N ⁇ absorbed in the N 0 x absorbent 18 can be estimated from the accumulated value of the product of the intake air amount and the engine load, but in the embodiment according to the present invention, the engine speed is simplified. so that to estimate the New 0 chi amount absorbed in the Nyu ⁇ chi absorbent ⁇ 8 from the cumulative value of.
- FIG. 8 shows an interrupt routine executed at regular intervals.
- step 100 it is determined whether or not the correction coefficient for the basic fuel injection time TP is smaller than 1.0, that is, whether or not the lean mixture is burned. Is determined. If K ⁇ ]. 0, that is, if the lean air-fuel mixture is being combusted, the process proceeds to step 101 and the result obtained by adding ⁇ NE to the current engine speed NE is set as ⁇ ⁇ ⁇ . You. Therefore, ⁇ ⁇ ⁇ indicates the cumulative value of the engine speed NE.
- step 102 it is determined whether or not the cumulative rotational speed ⁇ NE is larger than a constant value SNE.
- This constant value SNE is 0 Part N 0 x example [delta] 0% of NC of absorption capacity x absorbent 1 8 indicates the cumulative number of revolutions that is estimated to be absorbed. ⁇ Complete the processing cycle when NE ⁇ S N- E, ⁇ ⁇ When NE> SE-, that is, N 0>; Absorbent 18 has 50% N 0 x amount of its N 0 absorption capacity If it is estimated to be absorbed proceeds to step 1 0 3 e stearyl: in 'flop 1 0 3 exhaust gas temperature T constant value T, for example, or lower or not than 2 0 0 hand is determined.
- O x releasing flag mixture supplied to the engine Siri the Sunda as described later to be Bok reset is switched to the lean from Li Tutsi, the mixture to be Hiroshi ⁇ in Ki ⁇ Siri the Sunda and thus 5 It is on top of being refilled for a second. Then accumulated rotation number sigma N r E and Chikarau down bets value C is made zero at step 1 0 8.
- step 100 determines whether or not the state of K ⁇ 1.0 has continued for a certain period of time, for example, 10 seconds. If the state of K ⁇ 1.0 does not continue for a certain period of time, the processing cycle is completed,
- step 110 the cumulative number of revolutions ⁇ ⁇ ⁇ is made zero. That is, if the time during which the mixture supplied to the engine cylinder is kept at the stoichiometric air-fuel ratio or the lithography continues for about 10 seconds, ⁇ 0, most of the ⁇ absorbed by the absorbent 18 ⁇ 0., is considered to have been released, and in the second case, in step 110, the cumulative rotational speed ⁇ is set to zero. Also, in step 103, when ⁇ ⁇ , the mechanical cylinder is refilled (even if the air-fuel mixture is refilled). 0 New from ⁇ absorbent 1 8 not released. Thus T tool T, Li Tau ⁇ T, made up wait Tau ⁇ T in the mixture supplied to the engine Shi Li down in da when turned when the I'm trying to make it.
- FIG. 9 shows a routine for calculating the fuel injection time TAU: the second '' routine is repeatedly executed.
- step 200 the basic fuel injection time TP is calculated from the map shown in FIG.
- step 201 it is determined whether or not the operating state is such that the lean air-fuel mixture should be burned.
- the process proceeds to step 202 and the correction coefficient ⁇ is determined.
- the correction coefficient ⁇ is a function of the engine cooling water temperature, and becomes smaller as the engine cooling water temperature becomes higher in the range of ⁇ 1.0.
- the correction coefficient is set to 1.0, and during full load operation, the correction coefficient ⁇ is set to a value larger than 1,0.
- step 206 sets the correction coefficient K to, for example, 0.6. Then, after the correction coefficient K is set to Kt in step 207, step 204: 'Go ahead. In this case, a lean air-fuel mixture is supplied into the cylinder.
- KK predetermined proceed to play stearyl flop 2 0 8 when it is determined that N 0 x releasing flag in stearyl Bed 2 0 5 is cell Tsu I and K, then at step 2 0 Proceed to.
- the air-fuel ratio of the air-fuel mixture in the cylinder is about 12.0 to 13.5, which is about 1.1 to 2. Therefore have been absorbed into the engine Siri in the Sunda at this time, re-pitch mixed ⁇ care is supplied, it to'll go-between the NO x absorbent 1 3 5? , 'Q will be released.
- the value of KK is set to 1.0 when the mixture is set to the stoichiometric ratio.
- FIG. 10 shows another embodiment.
- the same components as those in the embodiment shown in FIG. 1 are denoted by the same reference numerals.
- an air-fuel ratio sensor 22 capable of detecting an air-fuel ratio over a wide range is disposed in an exhaust manifold 16.
- the air-fuel ratio sensor 22 generates an output voltage V corresponding to the air-fuel ratio (AZF) as shown in FIG. 11, so that the output voltage V can determine the air flutter ratio.
- the output voltage V is input to the input port 3 ⁇ via the AD converter 41 as shown in FIG.
- the air-fuel ratio is feedback-controlled by using the air-fuel ratio sensor 22 so that the lean air-fuel ratio and the rich air-fuel ratio are always equal to the regular air-fuel ratio.
- the fuel injection time TAU is calculated based on the following equation.
- the basic fuel injection time P and the correction coefficient K are the same as those used in the embodiment shown in FIG. 1 to FIG. 9, and a new feedback Correction factor F and learning factor G are added.
- the feedback correction coefficient F varies based on the output voltage V of the air-fuel ratio sensor 22 so that the air-fuel ratio matches the target air-fuel ratio, and the learning coefficient G is a feedback coefficient.
- the debug correction coefficient F varies around 1.0: :: It can be varied. Incidentally, Le one routine shown in FIG. 8 in order to control the the NO x releasing Flag Also in this embodiment ⁇ are needed.
- Fig. 2 shows a routine for calculating the feedback correction factor F, which is executed by interruption every certain time.
- Step 3 0 x releasing flag, first, at step 3 0 0 referring to the first 2 figures whether the cell Tsu bets is determined. N 0, when the discharge flag is not set.
- Step 31 Go ahead and set the target idle ratio (AZF) corresponding to the capture coefficient K. Is calculated.
- the current air-fuel ratio (A / F) is determined from the output voltage V of the air-fuel ratio sensor 22.
- step 303 the target air-fuel ratio (A / F) is set. And the current air-fuel ratio (A / F) are compared. (A./F).
- the routine proceeds to step 304, where a constant value is reduced from the feedback correction coefficient F.
- the routine proceeds to step 305 and a fixed value is added to the feedback correction coefficient F.
- the fuel injection time TAU is increased, so that the air-fuel ratio becomes smaller.
- the air-fuel ratio (AZF) becomes the target air-fuel ratio (A / F). Will be maintained.
- step 310 the average value of the feedback correction coefficient F within a certain period is set as the learning coefficient G.
- the feedback ToTadashi coefficient F is fixed to 1.0
- FIG. 13 shows a routine for determining the fuel injection time TA, which is executed repeatedly. This routine is the same as the routine shown in FIG. 9 except for step 404.
- step 400 the basic fuel injection time ⁇ is determined from the map shown in FIG.
- step 410 it is determined whether or not the operating state is such that the lean air-fuel mixture should be burned.
- the process proceeds to step 402, where the correction coefficient K is calculated.
- the air-fuel mixture supplied into the engine cylinder is set to the stoichiometric air-fuel ratio or rich.
- step 4 0 5 Se Tsu bets when it is determined that base-out luck ⁇ state in which the Hikiri grilled rie down mixture in step 4 0 1 It is determined whether or not there is.
- N 0 x releasing off when Ragugase Tsu not I is a stearyl-up 4 0 6 proceeds ToTadashigakari number K, for example at 0.6, then ⁇ positive coefficient K in stearyl down flop 4 0 7 K After being set to t, proceed to step 404.
- the lean mixture is supplied into the engine cylinder.
- step 405 if it is determined in step 405 that the N ⁇ x emission flag has been set, the flow advances to step 408 to set the predetermined value KK to Kt, and then to step 408. Proceed to step 4 04.
- This value KK is about 1 or 2 from 1.: [. Therefore this time re Tutsi mixture is fed into the engine Shi Li Sunda in, it'll connexion N 0 x absorbent 1 8 N 0 being absorbed, - it is released
- the learning coefficient G represents the average value of the feedback correction coefficient F within one period.
- This feedback factor F originally fluctuates around 1.0.
- the air-fuel ratio (AZF) is set to the target air-fuel ratio (A / F).
- the feedback correction factor F is larger than 1.0 in order to maintain As described above, when the feedback correction coefficient F is larger than 1.0, the learning coefficient G is accordingly increased, and thus the feedback correction coefficient F is always 1 It fluctuates around 0. Therefore, in this case, the feedback correction coefficient F : 0.0 ⁇
- the target air ratio (AZF) corresponding to the air-fuel ratio (AZF) or the capture coefficient ⁇ . Matches.
- the fee collection coefficient F ′ ′′ is fixed to: I.0. Therefore, at this time
- FIG. 14 shows still another embodiment.
- the outlet side of the caging 19 is connected via an exhaust pipe 23 to a catalyst converter 25 containing a three-way catalyst 24.
- a catalyst converter 25 containing a three-way catalyst 24.
- This three-way catalyst 2 4 has a high cleansing efficiency to New 0 chi even when the air ⁇ is in some extent re Tutsi. It is provided downstream three-way catalyst 2 4 New Omicron chi absorber 1 8 for purifying New Omicron chi to take advantage of this characteristic in the embodiment shown in the first 4 FIG.
- FIG. 15 shows still another embodiment.
- a further catalyst converter 27 containing a three-way catalyst 26 is disposed between the exhaust manifold 16 and the exhaust pipe 17.
- the three-way catalyst 26 When the three-way catalyst 26 is placed close to ⁇ , the three-way catalyst 26 has a temperature of ⁇ 0, and the three-way catalyst 26 has a temperature of ⁇ 0 ⁇ Temperature rises more rapidly after engine startup compared to absorbent 18 and three-way catalyst 24. Therefore, if such a three-way catalyst 26 is provided, the unburned HC and C0 generated in a large amount during warm-up of the engine by the three-way catalyst 26 are purified by the three-way catalyst 26 from an early stage after the start of the engine. You can do it.
- N 0 x reduction force of the copper C u is rather weak compared to N 0 x reduction force of the platinum P t, hence B a - was mentioned base far in the case of using the C u- 0 based absorbents N 0 x N 0 x amount which is not reduced upon release is increased slightly compared to N 0 x absorbent 1 8. Therefore, when a B a — C u — 0 system absorbent is used, it is preferable to arrange a three-way catalyst 24 downstream of the absorbent as shown in FIGS. 14 and 15. .
- the first 6 view and first Figure 9 shows an application to 7 this field if the present investigation the diesel engine.
- FIGS. 16 and 19 the same components as those in FIG. 1 are denoted by the same reference numerals.
- the diesel engine is burned with an air hyperstimulation rate of 1.0 or more in all operating conditions, that is, the average air-fuel ratio of the air-fuel mixture in the firing chamber 3 is lean. Therefore, N 0 x N 0 discharged at this time is absorbed by the absorbent 18.
- the air-fuel ratio of the exhaust gas flowing into the N 0 absorbent 18 is made to be tight.
- mixed field ⁇ chamber 3 in the embodiment shown in the first FIG. 6 the air-fuel ratio of the inflow ⁇ gas average air twist ratio of air to New Omicron chi absorber 1 S by the re Tutsi
- the air-fuel ratio of the inflow ⁇ gas average air twist ratio of air to New Omicron chi absorber 1 S by the re Tutsi In the embodiment shown in FIG.
- the average air-fuel ratio of the air-fuel mixture in the combustion chamber 3 is kept at 0.
- the oil exhaust passage upstream of the absorbent 13 is located in the engine exhaust passage. By supplying hydrocarbons, the empty flue ratio of the exhaust gas flowing into the ⁇ 0 ⁇ absorbent 18 is increased.
- a load sensor 51 for generating an output voltage proportional to the amount of depression of the accelerator pedal 51, and the output voltage of the load sensor 51 is supplied via an AD converter 52. Input to input port 35.
- a throttle valve 53 is disposed in the intake duct 2, and the throttle valve 53 is connected to the diaphragm 55 of the negative-pressure diaphragm device 54.
- the diaphragm negative pressure chamber 56 of the low pressure diaphragm device 54 is selectively connected to the atmosphere or the food pressure tank 58 via the electromagnetic switching valve 57, while the output port 3 of the electronic control unit 30 is provided. 6 is connected to an electromagnetic switching valve 57 via a drive circuit 59.
- the solenoid switching valve 57 controls the ratio of the time that the diaphragm negative pressure chamber 56 communicates with the atmosphere to the time that the diaphragm negative pressure chamber 56 communicates with the negative pressure tank 58, that is, the duty ratio D ⁇ Y.
- the opening ratio of the throttle valve 53 becomes smaller as the duty ratio DUT output-: becomes larger.
- the injection amount from the fuel injection valve 11 is increased by a fixed amount ⁇ Q with respect to the required injection amount for obtaining the best combustion
- the throttle valve 53 is controlled to a certain opening so that the average air-fuel ratio of the air-fuel mixture in the combustion chamber 3 becomes rich. That is, if the injection amount from the fuel injection valve 11 is increased by a fixed amount ⁇ Q with respect to the required injection amount for obtaining the best combustion, this increased amount ⁇ Q will not be satisfactorily burned and HC And into the exhaust port 8 in the form of C 0.
- the amount of air supplied into the combustion chamber 3 is reduced by the opening action of the throttle valve 53, so that the air-fuel ratio of the exhaust gas flowing out into the exhaust port 8 becomes rich and It becomes therefore X (] air-fuel ratio of the inflowing exhaust gas flowing into the absorbent 1 8 becomes the this becomes Li Tsu switch, which is 0 New from Nyu ⁇ chi-absorbent 1 8 and thus be released ' ⁇ :. 0 , the amount of opening of the fuel increase value delta Q and to a port Tsu torr valve 5 3 when releasing the New 0 chi from the absorbent 1 8 is determined by experiment.
- FIG. 17 shows an interrupt routine executed at regular intervals in order to execute the above control.
- step 5-5 the result obtained by adding ⁇ ⁇ ⁇ to the current engine speed ⁇ ⁇ is regarded as ⁇ ⁇ ⁇ . Therefore, this ⁇ ⁇ indicates the cumulative value of the engine speed ⁇ ⁇ ⁇ ⁇ .
- step 501 it is determined whether or not the cumulative rotational speed ⁇ is larger than a fixed value S ⁇ .
- the predetermined value S New E represents the accumulated rotation number, for example 50% of the New 0 chi amount of the New 0 chi absorption capacity in New 0-absorbent 1 8 is estimated to be absorbed. ⁇ ⁇ ⁇ ⁇
- SNE the processing cycle is completed.
- ⁇ NE> SNE that is, it is estimated that the N ⁇ x absorbent 18 has absorbed 50% of the N 0 x amount of its N 0 absorption capacity. If so, proceed to step 502.
- New Omicron chi release flag is the fuel injection amount is ⁇ as described later to be Seth bets, scan port Torr valve 5 3 is made to open valve to a certain degree.
- step 504 the count value C is incremented by one.
- step 505 it is determined whether or not the count value C has become larger than the fixed value C ", that is, for example, whether or not 5 seconds have elapsed.
- C ⁇ C the processing routine is completed.
- C> proceed to step 5 0 6 becomes a C.
- N 0 x releasing flag is Bok re set.
- the Ox release flag When the Ox release flag is reset, the effect of increasing the fuel injection amount is stopped as described later, and the throttle valve 53 is fully opened.
- the air-fuel ratio of the exhaust gas flowing into the NO x adsorbents 1 8 will be 5 seconds Li '.' Chi.
- the cumulative rotation speed ⁇ NE and the count value C are made zero.
- FIG. 18 shows the main routine.
- step 600 the fuel injection amount Q is calculated based on the output signals of the rotation speed sensor 21 and the load sensor 51.
- step 601 it is determined whether or not the N0X release flag is set. O x releasing flag when not being Seto is the duty ratio D ⁇ ⁇ ⁇ is zero proceeds to Step 6 0 7, then the control of the scan Lock Torr valve 5 3 is made the routine proceeds to step 6 0 5. At this time, since the duty ratio DUT ⁇ is zero, the throttle valve 53 is maintained in the fully open state. Next, fuel injection processing is performed in step 606, and the injection amount at this time is the injection amount Q detected in step 600.
- step 601 determines whether the ⁇ 0 ⁇ release flag has been set. If it is determined in step 601 that the ⁇ 0 ⁇ release flag has been set, then the routine proceeds to step 62, where the fuel injection amount increase value ⁇ Q is calculated. Next, in step 603, the increase amount Q is added to the injection amount Q to obtain a new injection amount Q. Next, in steps 6 and 4, the duty ratio DUTY is calculated. Next, at step 5'05, the throttle valve 53 is opened to the opening determined by the duty ratio DUTY, and then at step 606, step 600 is performed. The fuel is injected from the fuel injection valve 11 in accordance with the injection amount Q obtained at the time. In the embodiment shown in FIG.
- a reducing agent supply valve 60 is disposed in the exhaust pipe 17, and this reducing agent supply valve 60 is connected to the reducing agent tank 62 through the supply pump 61. Be linked.
- the output boat 36 of the electronic control unit 30 is connected to the reducing agent supply valve 60 and the supply pump 6 i via the main circuit 63> 64, respectively.
- the reducing agent tank 62 store gasoline, isoxotan, hexane, heptane, hydrocarbons such as gas oil, kerosene, or liquid. It is filled with hydrocarbons such as butane and propane.
- the air-fuel mixture in the normal combustion chamber 3 is combusted immediately under an excess of air with an average air-fuel ratio of lean, and at this time, N 0 x Is absorbed by N 0 x absorbent 18.
- NO absorbent 1 8 N 0 x times the supply pump 61 should be released is made to open the reducing agent supply valve 6 0 with driven from, it is Takashi ⁇ to by connection instead Motozaita tank 6 in 2
- the supplied hydrocarbon is supplied from the reducing agent supply valve 60 to the exhaust pipe 17 for a certain period of time, for example, about 5 to 20 seconds.
- the supply amount of this Noto-out of hydrocarbons is defined as the air-fuel ratio of inflow exhaust gas flowing into the NO x absorbent 1 8 is re Tutsi, therefore N 0 x absorbent when this 1 8 will release N 0.
- the second 0 Figure shows a routine for executing this N 0 X release processing, the routine is by connexion executed interruption every predetermined time. Referring to FIG. 200, first, in step 700, the current ⁇
- step 701 it is determined whether or not the cumulative rotational speed ⁇ is greater than a constant value S.
- the predetermined value S New E represents the accumulated rotation number is ⁇ the example 50% of the New 0 chi amount of the New gamma 0 V absorption capacity in New 0 chi absorber 1 8 is absorbed.
- step 02 the exhaust gas temperature T becomes a constant value Tt , for example, 200. It is determined whether it is lower than C or not.
- T the processing cycle is completed, and when T ⁇ T, the process proceeds to step 703, and the supply pump 61 is driven for a certain time, and for about 20 seconds from ⁇ seconds if the pumping is performed. .
- the reducing agent supply valve 60 is opened for a certain period of time, for example, about 5 to 20 seconds, and then at step 705, the cumulative rotation speed ⁇ is set to zero.
- New 0 chi absorber 1 8 as described above is not e-priming Carabid the chi Omicron New when temperature decreases.
- the exhaust gas always flows through the O x absorbent 18 during the operation of the engine, so that the NO x absorbent 18 is kept at a relatively high temperature. Therefore, N 0 x generated during engine operation can be well absorbed by the N ⁇ x absorbent 18.
Description
Claims
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE69221287T DE69221287T3 (de) | 1991-10-03 | 1992-10-02 | Gerät zum reinigen von verbrennungsmotor-abgasen |
EP92920904A EP0560991B9 (en) | 1991-10-03 | 1992-10-02 | Device for purifying exhaust of internal combustion engine |
KR1019930701651A KR960002348B1 (ko) | 1991-10-03 | 1992-10-02 | 내연기관의 배기정화장치 |
US08/066,100 US5473887A (en) | 1991-10-03 | 1992-10-02 | Exhaust purification device of internal combustion engine |
AU26850/92A AU650794B2 (en) | 1991-10-03 | 1992-10-02 | Device for purifying exhaust of internal combustion engine |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP28190791 | 1991-10-03 | ||
JP3/281907 | 1991-10-03 | ||
JP28409591 | 1991-10-04 | ||
JP3/284095 | 1991-10-04 |
Publications (1)
Publication Number | Publication Date |
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WO1993007363A1 true WO1993007363A1 (fr) | 1993-04-15 |
Family
ID=26554387
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP1992/001279 WO1993007363A1 (fr) | 1991-10-03 | 1992-10-02 | Dispositif pour purifier les gaz d'echappement d'un moteur a combustion interne |
Country Status (8)
Country | Link |
---|---|
US (1) | US5473887A (ja) |
EP (1) | EP0560991B9 (ja) |
KR (1) | KR960002348B1 (ja) |
AU (1) | AU650794B2 (ja) |
CA (1) | CA2097609C (ja) |
DE (1) | DE69221287T3 (ja) |
ES (1) | ES2104943T5 (ja) |
WO (1) | WO1993007363A1 (ja) |
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Also Published As
Publication number | Publication date |
---|---|
DE69221287T2 (de) | 1998-02-19 |
CA2097609C (en) | 1999-03-16 |
DE69221287T3 (de) | 2005-02-24 |
EP0560991A1 (en) | 1993-09-22 |
EP0560991B1 (en) | 1997-07-30 |
EP0560991A4 (ja) | 1994-03-30 |
EP0560991B9 (en) | 2005-01-26 |
CA2097609A1 (en) | 1993-04-03 |
EP0560991B2 (en) | 2004-09-01 |
ES2104943T4 (es) | 1999-01-16 |
KR960002348B1 (ko) | 1996-02-16 |
KR930703529A (ko) | 1993-11-30 |
AU2685092A (en) | 1993-05-03 |
US5473887A (en) | 1995-12-12 |
AU650794B2 (en) | 1994-06-30 |
ES2104943T5 (es) | 2005-04-16 |
DE69221287D1 (de) | 1997-09-04 |
ES2104943T3 (es) | 1997-10-16 |
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