WO2004074650A1 - 内燃機関の排気浄化方法および排気浄化装置 - Google Patents
内燃機関の排気浄化方法および排気浄化装置 Download PDFInfo
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- WO2004074650A1 WO2004074650A1 PCT/JP2004/001493 JP2004001493W WO2004074650A1 WO 2004074650 A1 WO2004074650 A1 WO 2004074650A1 JP 2004001493 W JP2004001493 W JP 2004001493W WO 2004074650 A1 WO2004074650 A1 WO 2004074650A1
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- decomposition catalyst
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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
- F01N3/20—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 specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
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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
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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
- B01D53/9431—Processes characterised by a specific device
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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
- B01D53/9495—Controlling the catalytic process
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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
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction 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
- 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
- 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
- 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
- F02D41/04—Introducing corrections for particular operating conditions
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
- F02M26/28—Layout, e.g. schematics with liquid-cooled heat exchangers
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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
- 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
- F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
- F01N2570/14—Nitrogen oxides
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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
- F02B75/00—Other engines
- F02B75/12—Other methods of operation
- F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
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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
- F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
- F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
- F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
- F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
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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
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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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
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0057—Specific combustion modes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M63/00—Other fuel-injection apparatus having pertinent characteristics not provided for in groups F02M39/00 - F02M57/00 or F02M67/00; Details, component parts, or accessories of fuel-injection apparatus, not provided for in, or of interest apart from, the apparatus of groups F02M39/00 - F02M61/00 or F02M67/00; Combination of fuel pump with other devices, e.g. lubricating oil pump
- F02M63/02—Fuel-injection apparatus having several injectors fed by a common pumping element, or having several pumping elements feeding a common injector; Fuel-injection apparatus having provisions for cutting-out pumps, pumping elements, or injectors; Fuel-injection apparatus having provisions for variably interconnecting pumping elements and injectors alternatively
- F02M63/0225—Fuel-injection apparatus having a common rail feeding several injectors ; Means for varying pressure in common rails; Pumps feeding common rails
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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
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
Definitions
- the present invention relates to an exhaust purification method and an exhaust purification device for an internal combustion engine.
- the air-fuel ratio of the next exhaust gas in the above catalyst air-fuel ratio of the exhaust gas is to re Tutsi is to re Tutsi NO is generated, that is, NO discharged from the combustion chamber during this time is absorbed in the NO x absorbent in the form of nitrate or nitrite in between.
- Nitrate or nitrite of the reducing agent is in the air-fuel ratio gully Tutsi exhaust gas is supplied in the NO x absorbent is decomposed Ri by the reducing agent, is reduced is released from the NO x absorbent. That is, NO amount of air-fuel ratio of the air gas is commensurate with the reducing agent is to re Tutsi is released from the NO x absorbent and reduced.
- the reduction of NO which is absorbed in the NO x absorbent is not 1 0 0 percent
- the reduction of NO which is absorbed in the NO x absorbent More reductant is required than the amount required for this.
- the amount of reducing agent supplied for releasing NO from the NO x absorbent the reducing agent is supplied the current from the supply of the previous reducing agent The amount of reducing agent required to reduce the NO that has flowed into the catalyst during this period is increased.
- the engine is increased the amount of the NO x to the combustion temperature is high-speed operation is increased, NO concentration in the exhaust gas increases in thus. Also, when the engine is operated at high speed, the amount of NO that the catalyst can hold decreases.
- the good urchin engine increases the NO concentration in the exhaust gas to be high-speed operation, NO x absorption ability of the NO x absorbent since the amount of NO which the catalyst can hold is reduced is saturated in a short time I will.
- the engine will be NO x absorption ability of the NO x absorbent has to frequently supply the reducing agent so as not to saturate when it is operated at high speed under a lean air-fuel ratio.
- the object of the present invention is that the engine was operated at high speed under lean air-fuel ratio
- Another object of the present invention is to provide an exhaust gas purifying method and an exhaust gas purifying apparatus for an internal combustion engine which can obtain a high NO x purification rate while securing good fuel economy.
- the combustion gas or burned gas in the engine combustion chamber or an exhaust gas discharged from the engine combustion chamber is brought into contact with the NO x storage decomposition catalyst, based on the re Ichin air in nitrogen oxides combustion contained in these gases to have been made Rutoki is adsorbed on the NO x storage decomposition catalyst dissociated into nitrogen and oxygen, the oxygen dissociated at this time held in the NO x occlusion decomposition over the catalyst nitrogen dissociated at this time while being provided desorbed from the NO x occlusion cracking catalyst, the energy necessary part of the oxygen held on the NO x storage decomposition catalyst to be purged from the NO x storage decomposition catalyst was purged part of the oxygen held by Ri on the NO x storage decomposition catalyst to be applied to the NO x storage decomposition catalyst from the NO x storage decomposition catalyst, the NO x storage decomposition catalyst is induced in this purge action Remaining oxygen held on The NO x storage decomposition catalyst
- an exhaust purification catalyst is disposed in the engine exhaust passage, and the air-fuel ratio of the exhaust gas is periodically spiked when combustion is continuously performed under a lean air-fuel ratio.
- an internal combustion engine which is adapted to purify NO x in the exhaust gas by the re Tutsi in, as an exhaust purifying catalyst, the nitric oxide when the combustion under a re Ichin air-fuel ratio is performed with the NO x storage decomposition catalyst for holding oxygen with dissociate
- the air-fuel ratio of the exhaust gas by periodically supplying a reducing agent to the engine combustion chamber or the NO x storage decomposition catalyst in the engine exhaust passage upstream of periodically to re Tutsi the spikes form, the amount of reducing agent is periodically supplied, nitrogen monoxide flowing into the NO x storage decomposition catalyst between from the supply of the previous reducing agent until the time the reducing agent is supplied
- Amount of reducing agent required to reduce Ri is also small.
- an exhaust purification catalyst is disposed in the engine exhaust passage, and the air-fuel ratio of the exhaust gas is periodically spiked when the combustion is continuously performed under the lean air-fuel ratio.
- an internal combustion engine which is adapted to purify NO x in the exhaust gas by the re Tutsi to Jo
- an exhaust purification catalyst one when the combustion under a re Ichin air-fuel ratio is performed with the NO x storage decomposition catalyst for holding oxygen causes dissociation of nitrogen oxides
- the air-fuel ratio of the exhaust gas by periodically supplying a reducing agent to the engine combustion chamber or the NO x storage decomposition catalyst in the engine exhaust passage upstream of periodically to re Tutsi spiky, time interval between the air-fuel ratio of the exhaust gas air-fuel ratio of the next exhaust gas is to re Tutsi is to re Tutsi has a high temperature of the NO x storage decomposition catalyst It can be increased.
- FIG. 1 is an overall view of a spark ignition type internal combustion engine
- Figs. 2A to 2C are diagrams for explaining the appearance of super basic points
- Figs. 3A to 3D are adsorption and dissociation of nitrogen monoxide. manner to be described in Figure for a diagram illustrating the relationship between the temperature of the amount and the NO x storage catalyst for decomposing energy 4 to be applied
- Figure 5 showing a map of the nitric oxide content in the exhaust gas
- Figure 6 is a diagram showing the amount of energy imparted
- FIG. 7 is flow one chart for controlling the application of energy
- Figure 8 shows the re Tutsi control of the air-fuel ratio
- FIG. 1 is an overall view of a spark ignition type internal combustion engine
- Figs. 2A to 2C are diagrams for explaining the appearance of super basic points
- Figs. 3A to 3D are adsorption and dissociation of nitrogen monoxide. manner to be described in Figure for a diagram illustrating the relationship between the temperature of the
- FIG. 9 is the oxygen concentration and NO x concentrations time chart showing the change
- FIG. 1 0 showing the relationship between the temperature of the base-out reducing agent amount and vo chi storage decomposition catalyst be supplied
- Figure 1 1 is showing a re Tutsi control of the air-fuel ratio
- FIG 2 Is a flowchart for controlling the supply of the reducing agent
- Fig. 13 is a process for reducing nitrate ions and nitric oxide.
- 14 is a diagram showing elapsed time
- FIG. 15 is a flow chart for controlling the supply of reducing agent
- FIG. 16 is a whole showing another embodiment of a spark ignition type internal combustion engine.
- FIG. 17 is a flow chart for controlling the supply of the reducing agent
- FIG. 17 is a flow chart for controlling the supply of the reducing agent
- FIG. 18 is an overall view showing still another embodiment of the spark ignition type internal combustion engine
- FIG. 20 is a diagram showing a compression ignition type internal combustion engine
- FIG. 21A is a diagram showing a particulate filter
- FIG. 21 is a diagram showing a particulate filter
- FIG. 22 is a diagram showing the amount of smoke generated.
- Figures 23 3 and 23 ⁇ ⁇ show the gas temperature in the combustion chamber, etc.
- Figure 24 shows the operating range I and II
- Figure 25 shows the air-fuel ratio A / F
- Figure 26 shows It is a figure which shows the change of throttle valve opening etc.
- FIG. 1 shows a case where the present invention is applied to a spark ignition type internal combustion engine.
- the present invention can also be applied to a compression ignition type internal combustion engine.
- 1 is the engine body
- 2 is the cylinder block
- 3 is the engine block.
- 4 is a piston
- 5 is a combustion chamber
- 6 is an electrically controlled fuel injection valve
- 7 is a spark plug
- 8 is an intake valve
- 9 is an intake port
- 10 is an exhaust valve
- 11 is exhaust.
- the intake port 9 is connected to the surge tank 13 via the corresponding intake branch pipe 12, and the surge tank 13 is connected to the air cleaner 15 via the intake duct 14.
- a throttle valve 17 driven by a step motor 16 is disposed in the intake duct 14, and an intake air amount for detecting a mass flow rate of the intake air is further included in the intake duct 14.
- Sensor 18 is located.
- the exhaust port 11 is connected via an exhaust manifold 19 to a catalytic converter 21 having a built-in NO x storage / decomposition catalyst 20.
- the exhaust manifold 19 and the surge tank 13 are connected to each other via an exhaust gas recirculation (hereinafter referred to as EGR) passage 22, and an electrically controlled EGR control valve 23 is provided in the EGR passage 22. Is arranged. Further, a cooling device 24 for cooling the EGR gas flowing in the EGR passage 22 is disposed around the EGR passage 22. In the embodiment shown in FIG. 1, the engine cooling water is guided into the cooling device 24, and the engine cooling water cools the EGR gas.
- each fuel injection valve 6 is connected to a fuel reservoir, a so-called common rail 26, via a fuel supply pipe 25.
- the common rail 26 is supplied with fuel from an electrically controlled variable discharge fuel pump 27, and the fuel supplied into the common rail 26 is supplied to the fuel injection valve 6 via each fuel supply pipe 25. Supplied to A fuel pressure sensor 28 for detecting the fuel pressure in the common rail 26 is attached to the common rail 26. Based on the output signal of the fuel pressure sensor 28, the fuel pressure in the common rail 26 is set to the target fuel level. The discharge amount of the fuel pump 27 is controlled so as to be a pressure.
- the electronic control unit 30 is composed of a digital computer, and has a ROM (read only memory) connected to each other by a bidirectional path 31. ) 32, RAM (random access memory) 33, CPU (micro processor) 34, input port 35 and output port 36.
- the output signals of the intake air amount sensor 18 and the fuel pressure sensor 28 are input to the input port 35 via the corresponding AD converter 37.
- a load sensor 41 that generates an output voltage proportional to the amount of depression L of the accelerator pedal 40 is connected to the accelerator pedal 40, and the output voltage of the load sensor 41 is supplied via the corresponding AD converter 37.
- the input port 35 is connected to a crank angle sensor 42 that generates an output pulse every time the crank shaft rotates, for example, 30 °.
- the output port 36 is connected to the fuel injection valve 6, spark plug 7, step motor 16 for throttle valve drive, 01 control valve 23, and fuel pump 27 via the corresponding drive circuit 38. Is done.
- a cavity 43 is formed on the top surface of the biston 4, and fuel F is injected from the fuel injection valve 6 into the cavity 43 when the engine is running at a low load. This fuel F is guided by the bottom wall of the cavity 43 toward the spark plug 7, whereby an air-fuel mixture is formed around the spark plug 7. Next, this air-fuel mixture is ignited by the spark plug 7, and stratified combustion is performed. At this time, the average air-fuel ratio in the combustion chamber 5 is lean, and accordingly, the air-fuel ratio of the exhaust gas is also lean.
- fuel is injected in two stages, the initial stage of the intake stroke and the final stage of the compression stroke.
- a lean mixture that spreads throughout the combustion chamber 5 is formed in the combustion chamber 5 by fuel injection at the beginning of the intake stroke, and a mixture that becomes a fire around the ignition plug 7 is formed by fuel injection at the end of the compression stroke.
- the average air-fuel ratio in the combustion chamber 5 is lean, and accordingly, the air-fuel ratio of the exhaust gas is also lean.
- the present invention has Unishi by you purify Ri by the discharged NO x in the NO x storage decomposition catalyst 2 0 from the combustion chamber 5 when burning fuel under a re Ichin air-fuel ratio is performed, thus First will be described the the NO x storage decomposition catalyst 2 0.
- FIG. 2 C is Ri Contact shows the crystal structure of the NO x storage decomposition catalyst 2 0 of carriers as are needed use in the present invention, the carrier has the crystal structure throughout its.
- the NO x storage / decomposition catalyst 20 used in the present invention has an infinite number of ultra-basic points uniformly distributed throughout the catalyst.
- the carrier of the NO x storage / decomposition catalyst 20 used in the present invention further includes aluminum A 1 for thermal stabilization, a redox action, In particular, a noble metal such as platinum Pt is added to promote the reducing action, and a metal such as cerium Ce is added to exhibit a function as a ternary catalyst.
- the included nitrogen oxides New Omicron X such as an exhaust gas nitric oxide New Omicron and nitrogen dioxide in New 0 2, and the excess oxygen 0 2 when burning fuel under a lean air-fuel ratio has been made ing.
- most of the nitrogen oxides New Omicron chi contained in by Uni exhaust gas described above is a nitric New Omicron, thus following representative examples as to purify main force two rhythm of the nitrogen monoxide New Omicron Will be described.
- vo chi occluding decomposition catalyst 2 0 as used in the present invention as described above has a super strong basic point.
- the good UNA nitrogen monoxide NO is acidic when super strongly basic point exists are attracted to ultra strong basic points intends Takakaro the intends Hikukaro temperature of vo chi occluding decomposition catalyst 2 0, As a result one
- the nitric oxide is captured at the super-basic point of the NO x storage / decomposition catalyst 20 in the form shown in either FIG.
- the NO x storage / decomposition catalyst 20 has an infinite number of ultra-basic basic points uniformly distributed throughout the entirety thereof, so that the NO x storage / decomposition catalyst 20 has an extremely large amount. Nitric oxide NO will be adsorbed.
- nitric oxide NO When nitric oxide NO is adsorbed to a super-basic point, the dissociation of nitric oxide NO and the oxidation reaction of nitric oxide NO occur. Therefore, the dissociation of nitric oxide NO will be described first.
- Nitrogen monoxide NO in the exhaust gas as described above is the NO x storage decomposition catalyst It is attracted to the super strong basic point on the medium 20 and is adsorbed and captured by the super strong basic point. At this time, electrons e — are donated to nitric oxide NO. When electrons are donated to nitric oxide NO, the N—O bond of nitric oxide NO is easily broken. In this case, the higher the temperature of the NO x storage / decomposition catalyst 20, the more easily the N—O bond is broken. Become. In fact, when nitrogen monoxide NO is adsorbed at the ultra-basic basic site, the N--O bond is broken sometime after that and dissociated into nitrogen N and oxygen O. At this time, as shown in FIG. Is retained at the ultra-basic point in the form of oxygen ions 0_, and nitrogen N moves away from the ultra-basic point and moves on the NO x storage decomposition catalyst 20
- NO x storage / decomposition catalyst 20 Nitrogen moving on ⁇ ⁇ ⁇ ⁇ storage / decomposition catalyst 20 Nitrogen monoxide adsorbed on other super-basic sites NO Nitrogen N or NO x storage / decomposition catalyst 20 It combines with other nitrogen N moving upward to form a nitrogen molecule N 2 and is desorbed from the NO x storage / decomposition catalyst 20. In this way, NO x is purified.
- nitric oxide N-0- adsorbed super strong basic points is oxidized by the excess oxygen 0 2, it It becomes nitrate ion NO 3 . That is, the oxygen concentration in the exhaust gas is high and sometimes the reaction of nitric acid ion N0 3 - proceeds in a direction of generating, some superbase when burning fuel under a re Ichin air-fuel ratio is performed to thus Nitrate ion NO 3 -is generated and retained at the characteristic point.
- nitrate ions N 0 3 - oxygen Ion O 2 where nitrogen monoxide NO constitute the crystal - even cowpea to bind to the generated, also nitrate ions N0 3 produced - constitutes the crystals
- the zirconium Zr 4+ may be retained on the NO x storage / decomposition catalyst 20 in a state of being adsorbed on the zirconium Zr 4+ .
- this nitrate ion NO 3 - is decomposed at high temperatures and released as nitrogen monoxide NO. Therefore _ nitrate ions NO 3 not almost exist on the NO x storage decomposition the NO x storage decomposition catalyst 2 0 as the temperature increases of the catalyst 2 0.
- the reference temperature is equal to the NO X storage capacity. decomposition catalyst 2 0 by Ri Sadamari, this reference temperature in the NO x storage decomposition catalyst 2 0 as used in the present invention is approximately 6 0 0 ° C.
- the temperature of the NO x storage decomposition catalyst 2 0 nitrate ions NO 3 on Kiniwa the NO x storage decomposition catalyst 2 0 and lower than the reference temperature - is generated, the temperature of the NO x storage decomposition catalyst 2 0 the reference temperature by little nitrate ions ⁇ 0 on top vo chi occluding decomposition catalyst 2 0 when even higher Ri 3 - so that the nonexistent Rere.
- metal supported on vo chi occluding decomposition catalyst 2 0 by excess oxygen 0 2 contained in the exhaust gas when the combustion under a re Ichin air-fuel ratio is performed for example, glyceryl um C e
- oxygen is stored it on by connexion the NO x storage decomposition catalyst 2 0.
- This stored oxygen is stably embedded in the crystal structure, and therefore this stored oxygen is NO x Not released from the NO x storage decomposition catalyst 2 0 even when the temperature of the solution catalyst 2 0 increases.
- NO x storage decomposition catalyst 2 0 temperature is higher Ri by reference temperature
- NO x storage decomposition catalyst 2 0 have been done burning fuel under a lean air-fuel ratio
- oxygen ion O— or nitric oxide NO that has not been dissociated is retained, and further, the stored oxygen is retained on the NO x storage / decomposition catalyst 20.
- the amount of 0- gradually increases.
- This recovery process changes according to the temperature of the NO x storage / decomposition catalyst 20, and therefore, first, a case where the temperature of the NO x storage / decomposition catalyst 20 is higher than the reference temperature will be described.
- the superbasic point is located between the electrically positive metal ions, and the electrically negative oxygen ion O- is easily retained between these metal ions. Is done.
- the bond between the oxygen ion 0- and the metal ion is weak, and the oxygen ion O- is in an extremely unstable state. Therefore, when some of the oxygen ions O— of the oxygen ions held in the super-basic point are purged from the super-basic point, this purge action induces the oxygen ions to be retained in the super-basic point. The remaining oxygen ions are purged. However, at this time, the oxygen stored on the NO x storage / decomposition catalyst 20 is not purged.
- Oxygen ions held in the storage and decomposition catalyst 20 ⁇ are NO ⁇
- the NO x storage decomposition catalyst 2 0 the NO x storage decomposition catalyst 2 0 the oxygen that has been held before filled by O- oxygen ions on the NO x storage decomposition catalyst 2 0 ions 0 in this embodiment of the present invention in this to purge from, and sea urchin by periodically applied to the vo chi occluding decomposition catalyst 2 0 energy.
- energy can be applied at regular intervals, every time the integrated value of the engine speed exceeds a set value, or every time the traveling distance of the vehicle exceeds a constant distance. Furthermore, the time interval until the next energy is applied to this case vo chi occluding decomposition catalyst 2 0 since the energy is applied, can also occupy not increase as the temperature of the vo chi occluding decomposition catalyst 2 0 is higher.
- nitrogen monoxide NO contained in the exhaust gas is intact, or is held on the the NO x storage decomposition catalyst 2 0 in the form of oxygen ions 0 after dissociation.
- the total amount of nitric oxide and NO is the integrated amount of NO in the exhaust gas. Note that the amount of nitric oxide NO contained in the exhaust gas is determined according to the operating conditions of the engine, and Fig. 5 shows the amount of nitric oxide exhausted from the engine per unit time determined by experiments, Q (NO) is shown in the form of a map as a function of the engine load L and the engine speed N.
- the total amount of oxygen ion O— and nitric oxide NO retained in the NO x storage / decomposition catalyst 20 is the amount of nitric oxide Q (NO ) Can be estimated from the integrated value. Therefore, in the embodiment according to the present invention, the integrated value of the amount of nitric oxide Q (NO) shown in FIG. 5 is estimated by estimating the oxygen ion O— and the nitric oxide NO held in the NO x storage / decomposition catalyst 20. Used as total amount.
- FIG. 6 shows the integrated value ⁇ Q of Q (NO) shown in FIG. 5 when the temperature of the NO x storage / decomposition catalyst 20 is higher than the reference temperature, and the temperature TC of the NO x storage / decomposition catalyst 20. The relationship between the applied energy and the energy is shown.
- the oxygen ions held oxygen Ion O- is easily purged when energized as the temperature of the NO x storage decomposition catalyst 2 0 is higher as described above, therefore the NO x storage decomposition catalyst 2 0 Q- If the amount is the same purging the total oxygen ions O with at the NO x storage decomposition catalyst 2 0 temperature is high such Ruhodo less energy to the Can be. Thus the amount of energy applied to the NO x storage decomposition catalyst 2 0 as shown in Figure 6, used to lower the higher the temperature TC of the NO x storage decomposition catalyst 2 0 is higher.
- FIG. 7 shows an energy application control routine
- step 100 the amount of nitric oxide Q (NO) is calculated from the map shown in FIG.
- step 101 the integrated amount ⁇ Q is calculated by adding Q (NO) to ⁇ Q.
- step 102 it is determined whether or not the integrated amount ⁇ Q has exceeded the set amount Q X.
- step 104 a process of applying energy is performed, and then, in step 105, ⁇ Q is cleared.
- a second embodiment in which a reducing agent is supplied into exhaust gas to make the air-fuel ratio in the combustion chamber 5 or the air-fuel ratio of the exhaust gas rich in a spike shape will be described.
- the air-fuel ratio in the combustion chamber 5 or the air-fuel ratio of the exhaust gas is periodically changed, for example, at regular time intervals, or the integrated value of the engine speed exceeds the set value. Every time or every time the traveling distance of the vehicle exceeds a certain distance, it can be reset.
- a fuel containing a hydrocarbon or the like is used as the reducing agent.
- the fuel acting as the reducing agent is the amount of fuel that is excessive with respect to the stoichiometric air-fuel ratio. . That is, in FIG. 8, the portion on the rich side of the stoichiometric air-fuel ratio indicated by the hatching indicates the amount Qr of the reducing agent.
- This reducing agent can be supplied into the combustion chamber 5 by increasing the amount of radiation from the fuel injection valve 6, or can be supplied into the exhaust gas discharged from the combustion chamber 5. it can.
- the NO x storage decomposition catalyst 2 definitive when it is to re-pitch on the spikes like when the air-fuel ratio A / F of the exhaust gas flowing into the vo chi occluding decomposition catalyst 2 0 is maintained lean in FIG. 9 0 shows the change in the change and the concentration of NO x oxygen concentration in the exhaust gas flowing out (%) (ppm) from.
- Such part of the oxygen ions O- fuel ratio AZF is held in the NO x storage decomposition catalyst 2 0
- Ru is switched to a lean KARARI Tutsi state is accounted de tied up a super strong basic points, these The remaining oxygen ions O- are desorbed by the desorption of oxygen ions 0-.
- the exhaust gas usually contains unburned oxygen, but when this unburned oxygen is ignored and considered, the air-fuel ratio A / F is switched from lean to rich.
- the oxygen concentration in the exhaust gas flowing out of the catalyst becomes zero if the catalyst is a normal catalyst.
- the NO x storage decomposition catalyst 2 0 In the air-fuel ratio AZF oxygen ions O- is released which is held in the NO x storage decomposition catalyst 2 0 is switched to the lean KARARI pitch as used in the present invention At this time, the oxygen concentration in the exhaust gas flowing out of the NO x storage / decomposition catalyst 20 does not become zero due to the effect of the desorbed oxygen ions 0 ⁇ as shown in FIG. That is, when the air-fuel ratio A / F is switched from lean to rich, some of the desorbed oxygen ions O-- are reduced, but most of the desorbed oxygen ions are not reduced by the reducing agent.
- part of the nitrogen monoxide NO to the air-fuel ratio A / F is held in the super-strong basic points is switched to the lean KARARI Tutsi the NO x storage decomposition catalyst 2 0 is caused to dissociate, dissociated oxygen ions O— is eliminated.
- the remaining nitric oxide NO is reduced by the reducing agent to be decomposed into nitrogen and carbon dioxide, and the oxygen O 2 — stored in the NO x storage / decomposition catalyst 20 is further reduced by the reducing agent. Be reduced.
- NO x concentration in the exhaust gas flowing out from the NO x storage decomposition catalyst 2 0 is zero.
- the good can purge part of the oxygen ions O- the urchin reducing agent from the NO x storage decomposition catalyst 2 0 is supplied and held is induced to the purge action on the NO x storage decomposition catalyst 2 0
- the remaining oxygen ions O— can be purged from the NO x storage cracking catalyst 20.
- Figure 1 the reducing agent amount Q r required, expressed in an equivalent ratio when the air-fuel ratio to re Tutsi to recover the purification performance of the NO x storage decomposition catalyst 2 0, the NO x storage
- the NO x storage This shows the relationship between the decomposition catalyst 20 and the temperature TC.
- the amount of the reducing agent required to reduce the NO generated by the time the exhaust gas air-fuel ratio is reduced to the reducing amount is the reducing agent with a reducing agent / NO equivalent ratio of 1. It is called the quantity Q r.
- the embodiment according to the present invention can be temperature TC of the NO x storage decomposition catalyst 2 0 purifies NO x to a high temperature of about 1 0 0 0 ° C, the temperature TC is 1 0 0 NO x storage decomposition catalyst 2 0 Up to a high temperature of about 0 ° C., the purification performance of the NO x storage / decomposition catalyst 20 can be restored by supplying a reducing agent having an equivalent ratio of 1.0 or less when the air-fuel ratio is increased.
- Yotsute to supplying small amount of reducing agent than the amount required to reduce the New Omicron chi occluding decomposition catalyst 2 0 fed nitric oxide New Omicron NO X occluding decomposition catalyst 2 0 NO can recover x purifying performance
- Ru can be reduced fuel consumption for the recovery of the vo chi purification performance Te ⁇ Tsu.
- the amount Q r of the supply should do the reducing agent at the time of the sea urchin fuel ratio by can be seen from Figure 1 0 Li Tutsi, when the temperature TC of the NO x storage decomposition catalyst 2 0 of about 8 0 0 ° C is vo chi
- the NO x storage decomposition catalyst 2 0 temperature TC is 9 0 0 at about ° C is the amount of reducing agent required for reducing the nitrogen monoxide NO contained in the exhaust gas flowing into the NOX storage decomposition catalyst 2 0 about a quarter of only requires
- the NO x storage decomposition catalyst 2 0 temperature TC is 1 0 0 0 ° C about when the the NO x storage decomposition catalyst 2 0 nitrogen monoxide NO contained in the exhaust gas flowing into the Requires only
- the amount Q r of the reducing agent from FIGS. 8 and 1 0, is supplied to purge the oxygen ions O- which is retained on the NO x storage decomposition catalyst 2 0, the NO x storage decomposition catalyst 2 It can be seen that the higher the temperature TC of 0, the lower the temperature.
- the amount ratio of the reducing agent is 1.0 or more. That is, on the NO x storage decomposition catalyst 2 0 even when the temperature TC is also low Ri by reference temperature T s of the NO x storage decomposition catalyst 2 0 have been performed combustion under a by Uni lean described above At the point, oxygen ions O— and nitrogen monoxide NO are retained, and the stored oxygen is retained on the NO x storage / decomposition catalyst 20.
- vo chi occlusion decomposition catalysts 2 0 nitrogen monoxide exhaust gas when the temperature TC is also low Ri by reference temperature T s of NO is that most of nitrate ions vo 3 - form in vo chi occlusion catalyst for decomposing. occluded in the 2 0, it'll connexion purification action of vo chi in the exhaust gas.
- the air-fuel ratio in this case the vo chi occluding decomposition catalyst 2 0 on the re Tutsi Occluded nitrate ion N 0 3 _ and nitric oxide NO is reduced.
- the reduction efficiency of the nitrate ion N 0 3 _ by the reducing agent is not 100%, in order to reduce the nitrate ion N 0 3 — stored in the NO x storage / decomposition catalyst 20, it is necessary to store NO x
- a larger amount of reducing agent is required than the amount of reducing agent necessary to reduce the ionized nitrate NO 3 and nitric oxide NO stored in the decomposition catalyst 20.
- the amount of reducing agent supplied when the air-fuel ratio is made to be rich, 01 : is an amount of reducing agent having an equivalent ratio of 1.0 or more.
- FIG. 12 shows a supply control routine of the reducing agent.
- the process proceeds to step 201] ⁇ 05 (the oxygen retained in the storage cracking catalyst 20 is purged. That is, in step 201, the map shown in FIG. The amount of nitric oxide Q (NO) is calculated, and then in step 203, the integrated amount ⁇ Q is calculated by adding (Q to Q (NO). It is determined whether or not Q has exceeded the set amount QX. If>Q> QX, proceed to step 205 to reduce the amount of reducing agent to be supplied. Is calculated.
- step 206 a process for making the air-fuel ratio rich by supplying a reducing agent is performed, and then in step 207, ⁇ Q is cleared.
- step 200 determines whether TC ⁇ Ts. If it is determined in step 200 that TC ⁇ Ts, the process proceeds to step 208 to reduce NO 3 -and nitric oxide NO stored in the NO x storage / decomposition catalyst 20. NO reduction process is performed to reduce This NO reduction treatment is shown in FIG. Referring to FIG. 13, first, in step 210, the amount of nitric oxide Q (NO) is integrated from the map shown in FIG. 5, and then, in step 211, Q (NO) is added to ⁇ Q (NO). The addition results in the calculation amount ⁇ Q (NO).
- step 2 12 it is determined whether or not the accumulated amount ⁇ Q (NO) has exceeded the allowable amount MAX. If ⁇ Q (NO)> MAX, go to step 2 13 to reduce The dosage is calculated.
- step 215 a process of making the air-fuel ratio rich by supplying a reducing agent is performed, and then in step 215, ⁇ Q (NO) is cleared.
- a third embodiment according to the present invention therefore, the air-fuel ratio or exhaust of the combustion chamber 5 in order to purge the oxygen ions ⁇ - held on New Omicron chi occluding decomposition catalyst 2 0 as shown in FIG. 1 4
- the air-fuel ratio in the combustion chamber 5 or the air-fuel ratio of the exhaust gas is rich.
- the time interval t X to that, the temperature TC of the NO x storage decomposition catalyst 2 0 is high Kunaruhodo increase allowed to by Unishi.
- FIG. 15 shows a reducing agent supply control routine for carrying out the third embodiment.
- the process proceeds to step 22 1, where the time ⁇ t from the previous processing cycle to the current processing cycle is added to ⁇ ⁇ t, whereby the elapsed time ⁇ t is calculated.
- the elapsed time tX to be targeted is calculated from FIG.
- step 223 it is determined whether or not the elapsed time ⁇ t has exceeded the target elapsed time tX. If ⁇ t> tX, the process proceeds to step 224 to calculate the amount of reducing agent to be supplied. Is done.
- step 225 a process of making the air-fuel ratio rich by supplying a reducing agent is performed, and then in step 226, ⁇ t is cleared.
- step 220 when it is determined in step 220 that T C ⁇ T s, the process proceeds to step 208 and the NO reduction process shown in FIG. 13 is executed.
- FIG. 16 shows a fourth embodiment. NO for detecting concentration of NO x in the exhaust gas passing through the the NO x storage decomposition catalyst 2 0 in this embodiment in the NO x storage decomposition catalyst 2 0 downstream of the exhaust pipe 4 3 As shown in FIG. 1 6 X concentration sensor 4 4 is arranged.
- FIG. 17 shows a reducing agent supply control routine for carrying out the fourth embodiment.
- step 230 the ⁇ D concentration De in the exhaust gas flowing out of the NO x storage and decomposition catalyst 20 is detected by the 4 x concentration sensor 44. Then whether Step 2 3 1, concentration of NO x sensor 4 4 is by Ri detected in the concentration of NO x D e is larger Ri by tolerance DX is determined. When D e ⁇ DX, the processing cycle is completed. On the other hand, if De> DX, step
- step 234 a process is performed in which the air-fuel ratio is made rich by supplying a reducing agent.
- step 23 determines whether T C ⁇ T s. If it is determined in step 23 that T C ⁇ T s, the process proceeds to step 235 to calculate the amount of reducing agent to be supplied.
- FIG. 18 shows still another embodiment. In this embodiment, it is indicated by a broken line.
- the NO x storage / decomposition catalyst 5 ⁇ is supported on the inner wall surface of the cylinder head 3 and the inner wall surface of the combustion chamber 5 such as the top surface of the bistone 4 or the NO x storage / decomposition catalyst 51 is an exhaust port. It is carried on the inner wall surface of the exhaust passage such as the inner wall surface of 11 and the inner wall surface of the exhaust manifold 19.
- the NO x storage decomposition catalyst 5 0 These combustion gases combustion gas or burned gas in the combustion chamber 5 when they are supported on the inner wall surface of the combustion chamber 5 is in contact with the NO x storage decomposition catalyst 5 0 or nitrogen oxides contained in the burned gas, mainly as to dissociate the nitrogen ⁇ and oxygen ⁇ after nitrogen monoxide NO is adsorbed on the NO x storage decomposition catalyst 5 0, vo chi storage decomposition catalyst 5 1 exhaust passage contact with the nitric oxide NO that is part in the exhaust gas is vo chi occlusion decomposition exhaust gas discharged from the combustion chamber 5 when carried on the inner wall surface on within vo chi storage decomposition catalyst 5 1 After being adsorbed on the catalyst 51, it is dissociated into nitrogen ⁇ and oxygen ⁇ .
- FIG. 1 In the embodiment shown in 9 reducing agent feed valve 5 2 is placed in vo chi occluding decomposition catalyst 2 0 upstream of the exhaust Ma two Horudo 1 9, the reducing agent in time to the air-fuel ratio of the exhaust gas re Tutsi The reducing agent is supplied from the supply valve 52 into the exhaust gas.
- FIG. 20 shows a case where the present invention is applied to a compression ignition type internal combustion engine.
- the same components as those of the spark ignition type internal combustion engine shown in FIG. 1 are denoted by the same reference numerals.
- 1 is the engine body
- 5 is the combustion chamber of each cylinder
- 6 is an electrically controlled fuel injection valve for injecting fuel into each combustion chamber
- 13a is the intake manifold
- 19 Indicates the exhaust manifold.
- the intake manifold 13 a is connected to the outlet of the compressor 53 a of the exhaust turbocharger 53 via the intake duct 14, and the inlet of the compressor 53 a is connected to the air cleaner 15.
- a throttle valve 17 is disposed in the intake duct 14, and a cooling valve for cooling the intake air flowing through the intake duct 14 is provided around the intake duct 14.
- Refrigerator 54 is arranged.
- the exhaust manifold 19 is connected to the inlet of the exhaust turbine 53 b of the exhaust turbocharger 53, and the outlet of the exhaust turbine 53 b is a catalytic converter 21 with a built-in NO x storage / decomposition catalyst 20.
- a reducing agent supply valve 55 for supplying a reducing agent composed of, for example, hydrocarbons is provided to make the air-fuel ratio of the exhaust gas rich.
- each fuel injection valve 6 is connected to a common rail 26 via a fuel supply pipe 25, and fuel is supplied into the common rail 26 from an electrically controlled variable discharge fuel pump 27. .
- the amount of the reducing agent temperature TC also the NO x storage decomposition catalyst 2 0 is at higher than the reference temperature T s determined by the NO x storage decomposition catalyst 2 0, which is periodically supplied in the compression ignition type internal combustion engine
- the amount of the reducing agent required to reduce the NO x flowing into the NO x storage cracking catalyst 20 between the last time the reducing agent was supplied and the present time the reducing agent was supplied is smaller than the amount of the NO x from when the temperature TC of the occluding decomposition catalyst 2 0 the NO x storage decomposition catalyst 2 0 by Ri determined reference temperature T s by Ri is low, the amount of reducing agent is periodically supplied, it is supplied the previous reducing agent are many Ri by the amount of reducing agent required for reducing the NO x that has flowed into the NO x storage decomposition catalyst 2 0 until this reducing agent is supplied.
- FIGS. 21A and 21B show the structure of this particulate filter.
- FIG. 21A shows a front view of the particulate filter
- FIG. 21B shows a side sectional view of the particulate filter.
- the particulate filter has a honeycomb structure, and includes a plurality of exhaust passages 60 and 61 extending parallel to each other. These exhaust gas passages are constituted by an exhaust gas inflow passage 60 whose downstream end is closed by a plug 62 and an exhaust gas outflow passage 61 whose upstream end is closed by a plug 63.
- hatched portions indicate plugs 63.
- the exhaust gas inflow passages 60 and the exhaust gas outflow passages 6 1 are alternately arranged via the thin partition walls 64.
- the exhaust gas inflow passage 60 and the exhaust gas outflow passage 61 are each surrounded by four exhaust gas outflow passages 61, and each exhaust gas outflow passage 61 has four exhaust gas outflow passages 61. It is arranged so as to be surrounded by the inflow passage 60.
- the particulate filter is formed of, for example, a porous material such as cordierite. Therefore, the exhaust gas flowing into the exhaust gas inflow passage 60 is surrounded by a partition wall 6 4 as shown by an arrow in FIG. 21B. It flows out into the adjacent exhaust gas outflow passage 61. Circumferential wall of the actual in ⁇ each exhaust gas inflow passage 6 0 and each exhaust gas outflow passage 61, i.e., the NO x storage decomposition catalyst in the respective partition walls 6 on the fourth both surfaces and the partition wall 6 on the pore inner wall of the 4 Is formed.
- the air-fuel ratio of the exhaust gas is enriched.
- the particulates contained in the exhaust gas are captured in the particulate filter, and the captured particulates are sequentially burned by the exhaust gas heat. If a large amount of particulates accumulates on the particulate filter, a reducing agent is supplied to increase the temperature of the exhaust gas, and the accumulated particulates are ignited and burned.
- This low temperature combustion has the feature that it is a child reduced generation amount of the NO x while suppressing the generation of smoke regardless of the air-fuel ratio. That is, when the air-fuel ratio is made rich, the fuel becomes excessive, but since the combustion temperature is suppressed to a low temperature, the excess fuel does not grow into soot, and thus, smoke may be generated. Absent. In addition, only occur a small amount also extremely this time NO x.
- the average air-fuel ratio is lean or when the air-fuel ratio is the stoichiometric air-fuel ratio, a small amount of soot is generated if the combustion temperature increases, but the combustion temperature is suppressed to a low temperature under low-temperature combustion. smoke order to have not at all occur, nO x while neither very small amounts only occurs becomes the Doing low temperature combustion gas temperature of the fuel and its surroundings is low but the exhaust gas temperature rises. This will be described with reference to FIGS. 23 ⁇ and 23 3.
- the solid line in Fig. 23 ⁇ shows the relationship between the average gas temperature T g in the combustion chamber 5 and the crank angle in the low-temperature combustion
- the broken line in Fig. 23A shows the normal combustion.
- the graph shows the relationship between the average gas temperature T g in the combustion chamber 5 and the crank angle at the time of the collision.
- the solid line in Fig. 23B shows the relationship between the fuel and ambient gas temperature Tf and the crank angle during low-temperature combustion.
- the broken line in FIG. 23B shows the relationship between the fuel and the surrounding gas temperature Tf and the crank angle when normal combustion is performed.
- the amount of EGR gas is larger than during normal combustion, and therefore, as shown in Fig.
- the average gas temperature Tg at the time of low temperature combustion indicated by is higher than the average gas temperature Tg at the time of normal combustion indicated by the broken line.
- the temperature of the fuel and its surrounding gas Tf is almost the same as the average gas temperature Tg.
- combustion starts near the compression top dead center.
- the fuel and its surrounding gas are absorbed by the endothermic effect of EGR gas as shown by the solid line in Fig. 23B.
- the temperature T f does not rise very much.
- the temperature of the fuel and its surrounding gas T f becomes extremely high as shown by the broken line in Fig. 23B. .
- the temperature of the fuel and its surrounding gas T f is considerably higher than when low-temperature combustion is performed, but the temperature of most of the other gases is low.
- the normal combustion is lower than the normal combustion, and therefore the flatness in the combustion chamber 5 near the compression top dead center is shown in Fig. 23A.
- the average gas temperature T g is higher when low-temperature combustion is performed than when normal combustion is performed.
- the burned gas temperature in the combustion chamber 5 after the completion of combustion is higher in the case of low-temperature combustion than in the case of normal combustion.
- the exhaust gas temperature increases.
- region I is the first combustion in which the amount of inert gas in the combustion chamber 5 is larger than the amount of inert gas at which the amount of soot generation peaks, that is, the operation region in which low-temperature combustion can be performed.
- Region II indicates the second combustion, in which the amount of inert gas in the combustion chamber is smaller than the amount of inert gas at which the amount of soot generation peaks, that is, the operation region in which only normal combustion can be performed. ing.
- Fig. 25 shows the target air-fuel ratio A / F when performing low-temperature combustion in operation region I.
- Fig. 26 shows the throttle valve 1 according to the required torque TQ when performing low-temperature combustion in operation region I. 7 shows the opening degree, EGR control valve 23 opening degree, EGR rate, air-fuel ratio, injection start time ⁇ S, injection completion time 0 ⁇ , and injection quantity.
- FIG. 26 also shows the opening of the throttle valve 17 during normal combustion performed in the operation region II.
- the air-fuel ratio can be made to be rich with almost no generation of smoke. Therefore when should re Tutsi air-fuel ratio of the exhaust gas in order to recover the New Omicron chi purification action of New Omicron chi storage decomposition catalyst performs low temperature combustion, making the air-fuel ratio under the low temperature combustion Li pitch You can also.
Abstract
Description
Claims
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CA002515722A CA2515722C (en) | 2003-02-19 | 2004-02-12 | Exhaust purification method and exhaust purification apparatus of internal combustion engine |
DE602004030762T DE602004030762D1 (de) | 2003-02-19 | 2004-02-12 | Nnungsmotor und abgasreinigungseinrichtung |
US10/544,795 US7520126B2 (en) | 2003-02-19 | 2004-02-12 | Exhaust purification method and exhaust purification apparatus of internal combustion engine |
EP04710488A EP1596048B1 (en) | 2003-02-19 | 2004-02-12 | Method of purifying exhaust from internal combustion engine and exhaust purification equipment |
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JP2003-041031 | 2003-02-19 | ||
JP2003041031A JP3912294B2 (ja) | 2003-02-19 | 2003-02-19 | 内燃機関の排気浄化方法および排気浄化装置 |
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EP (1) | EP1596048B1 (ja) |
JP (1) | JP3912294B2 (ja) |
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JP5285296B2 (ja) * | 2008-02-22 | 2013-09-11 | ヤンマー株式会社 | 排気ガス浄化装置 |
JP5431677B2 (ja) * | 2008-02-25 | 2014-03-05 | ヤンマー株式会社 | 排気ガス浄化装置 |
US20110179778A1 (en) * | 2010-01-27 | 2011-07-28 | Gm Global Technology Operations, Inc. | Method and apparatus for exhaust gas aftertreatment from an internal combustion engine |
JP5395709B2 (ja) * | 2010-03-09 | 2014-01-22 | ヤンマー株式会社 | エンジンの排気ガス処理システム |
US9051903B2 (en) * | 2012-08-24 | 2015-06-09 | Caterpillar Inc. | NOx emission control using large volume EGR |
US9192892B2 (en) * | 2014-01-16 | 2015-11-24 | Cummins Emission Solutions, Inc. | Selective dosing module control system |
KR102159282B1 (ko) * | 2014-03-25 | 2020-09-23 | 두산인프라코어 주식회사 | 저온연소를 위한 엔진 시스템 |
JP2015218583A (ja) * | 2014-05-14 | 2015-12-07 | 本田技研工業株式会社 | 内燃機関の燃焼制御装置 |
US11149617B2 (en) | 2016-08-19 | 2021-10-19 | Kohler Co. | System and method for low CO emission engine |
JP6729543B2 (ja) | 2017-12-27 | 2020-07-22 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
JP6733651B2 (ja) | 2017-12-27 | 2020-08-05 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
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- 2004-02-12 CA CA002515722A patent/CA2515722C/en not_active Expired - Fee Related
- 2004-02-12 WO PCT/JP2004/001493 patent/WO2004074650A1/ja active Application Filing
- 2004-02-12 EP EP04710488A patent/EP1596048B1/en not_active Expired - Lifetime
- 2004-02-12 CN CNB2004800045859A patent/CN100449123C/zh not_active Expired - Fee Related
- 2004-02-12 US US10/544,795 patent/US7520126B2/en not_active Expired - Fee Related
- 2004-02-12 ES ES04710488T patent/ES2355626T3/es not_active Expired - Lifetime
- 2004-02-12 KR KR1020057015253A patent/KR100662315B1/ko not_active IP Right Cessation
- 2004-02-12 DE DE602004030762T patent/DE602004030762D1/de not_active Expired - Lifetime
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Also Published As
Publication number | Publication date |
---|---|
US7520126B2 (en) | 2009-04-21 |
EP1596048A4 (en) | 2007-10-17 |
CN1751171A (zh) | 2006-03-22 |
EP1596048A1 (en) | 2005-11-16 |
DE602004030762D1 (de) | 2011-02-10 |
CA2515722C (en) | 2008-04-22 |
CN100449123C (zh) | 2009-01-07 |
US20060137328A1 (en) | 2006-06-29 |
KR100662315B1 (ko) | 2006-12-28 |
ES2355626T3 (es) | 2011-03-29 |
EP1596048B1 (en) | 2010-12-29 |
CA2515722A1 (en) | 2004-09-02 |
JP2004263577A (ja) | 2004-09-24 |
ES2355626T8 (es) | 2011-05-11 |
JP3912294B2 (ja) | 2007-05-09 |
KR20050110636A (ko) | 2005-11-23 |
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