CN101292078A - 颗粒过滤器的再生方法 - Google Patents
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Abstract
比以往更高效地用更短的时间获得颗粒过滤器的再生。涉及实现在前段配备氧化催化剂(14)而被设置在排气管(11)途中的催化剂再生型的颗粒过滤器(13)的强制再生的方法,在氧化催化剂(14)和颗粒过滤器(13)之间测定的排气温度比第一设定温度低且成为比第一设定温度低比第二设定温度高时,在与压缩上止点附近的燃料的主喷射连续的非着火时机追加后继喷射而进行燃料添加,在上述排气温度成为比第一设定温度高的温度时,中止后继喷射而向比上述氧化催化剂(14)靠上游侧的排气管(11)内直喷燃料而进行燃料添加。
Description
技术领域
本发明涉及一种颗粒过滤器的再生方法。
背景技术
从柴油发动机排出的颗粒(Particulate Matter:粒子状物质)以由碳构成的煤、由高沸点烃成分构成的SOF成分(Soluble Organic Fraction:可溶性有机成分)为主要成分,进而含有微量硫酸盐(喷雾状硫酸成分)而组成。作为降低这种颗粒的对策,现有技术为在排出气体所流通的排气管的中途装备颗粒过滤器。
这种颗粒过滤器为由堇青石等陶瓷构成的多孔质蜂窝结构,区划为格栅状的各流路的入口交替地封闭孔眼,对于入口没有封闭孔眼的流路,其出口被封闭孔眼,只有透过区划各流路的多孔质薄壁的排出气体向下游侧排出。
而且,排出气体中的颗粒因为被捕获并堆积在上述多孔质薄壁的内侧表面上,所以需要在还未由于网眼堵塞而增加排气阻力之前适当地燃烧除去颗粒而实现颗粒过滤器6的再生,但在通常的柴油发动机的运转状态下,得到颗粒自己燃烧程度的高排气温度的机会较少,所以一体地承载氧化催化剂的催化剂再生型的颗粒过滤器的实用化得到发展,所述氧化催化剂是向例如在矾土上承载白金后的材料中添加适量的铈等稀土类元素而形成的。
即,若采用这样的催化剂再生型的颗粒过滤器,则被捕获的颗粒的氧化反应被促进而着火温度降低,即便在以比以往低的排气温度下也可燃烧除去颗粒。
但是,即便在采用所述催化剂再生型的颗粒过滤器的情况下,在排气温度低的运转区域中,由于捕获量比颗粒的处理量大,所以若持续这样的低排气温度下的运转状态,则颗粒过滤器的再生不能良好地进行而该颗粒过滤器会陷入过捕获状态,考虑在颗粒的堆积量增加的阶段中,向比颗粒过滤器靠上游侧的排出气体中添加燃料而进行颗粒过滤器的强制再生。
即,若在比颗粒过滤器靠上游侧添加燃料,则该添加的燃料在颗粒过滤器的氧化催化剂上氧化反应,催化剂层温度借助该反应热而上升,颗粒被燃尽,可实现颗粒过滤器的再生化。
另外,关于实现这种颗粒过滤器的强制再生的方法,例如在与本发明人为相同申请人的下述专利文献1或专利文献2中举出。
专利文献1:特开2003-83139号公报
专利文献2:特开2003-155913号公报
此外,特别是在出于辅助捕获后的颗粒的氧化反应的目的而在颗粒过滤器的前段处配备有流体直通型氧化催化剂的排气净化装置中,添加燃料与颗粒过滤器的前段的氧化催化剂氧化反应而产生反应热,利用该反应热而升温的排气被导入颗粒过滤器,所以可从更低的排气温度实现颗粒过滤器的强制再生。
但是,以往的颗粒过滤器的强制再生,如之前的专利文献1或者专利文献2中说明的那样,一般是在与压缩上止点附近进行的燃料的主喷射连续的非着火时机中追加后继喷射而进行燃料添加,但若在非着火时机中喷射的燃料在没有气化的状态下直接冲击缸套而冲洗形成在该缸套上的油膜,则为了避免损害发动机可靠性的不良情况,在后继喷射时对每一次的喷射进行量的限制,而且,在实行了多次后继喷射而完成一定量的燃料添加之后也无法完成颗粒过滤器的再生时,为了不进行超过了在气缸内能够允许的范围的过剩的量的燃料添加,而暂时中止后继喷射而在经过既定时间后再次开始后继喷射,所以有由于这样地断续地反复进行后继喷射而导致燃费大幅攀升的可能。
此外,作为向比氧化催化剂靠上游侧的排气管中添加燃料的方法,已经提出有贯通安装喷射器、通过利用该喷射器向排气管内直喷燃料而进行燃料添加的方法,但由于在从发动机到排气管途中的喷射器之间排出气体的温度降低,所以存在若不是从发动机出口的排气温度比在后继喷射中进行燃料添加时更高的运转条件就不能开始燃料添加的不良状态。
即,这是由于若在喷射器的添加位置处不能保持足够高的排气温度,则该添加燃料就不能成为高浓度HC气体而在喷雾状的状态下被输送到排出气体,在催化剂活性还未充分提升的氧化催化剂的前端面上,作为SOF成分而积存未处理干净的添加燃料的雾成分,所以氧化催化剂的前端面为湿黏的状态,而容易附着颗粒的煤成分。
另外,若在此处堆积的煤成分和上述SOF成分的混合物不完全燃烧而块状化而在各小孔的开口部处形成桥接,则就会以该桥接为起点而进行块状化,所以有在氧化催化剂的前端面处引起网眼堵塞的危险。
发明内容
本发明是鉴于上述情况而提出的,目的在于令颗粒过滤器能够比以往更高效地用更短的时间实现再生。
本发明是一种颗粒过滤器的再生方法,在前段配备有氧化催化剂而设置在排气管途中的催化剂再生型的颗粒过滤器的上游侧,进行向排出气体中的燃料添加,借助该添加燃料在前段的氧化催化剂上氧化反应时的反应热使后段的颗粒过滤器内捕获的颗粒燃烧,从而实现该颗粒过滤器的强制再生,其特征在于,在氧化催化剂和颗粒过滤器之间测定的排气温度比第一设定温度低且成为比第一设定温度低比第二设定温度高时,在与压缩上止点附近的燃料的主喷射连续的非着火时机追加后继喷射而进行燃料添加,在上述排气温度高于第一设定温度时,中止后继喷射而向比上述氧化催化剂靠上游侧的排气管内直喷燃料而进行燃料添加。
如果这样,从低于开始向排气管内的燃料的直喷的第一设定温度的第二设定温度的阶段开始后继喷射,添加燃料在与排气管侧相比温度相对高的气缸内良好地成为高浓度HC气体,该高浓度HC气体流动到前段的氧化催化剂而引起氧化反应,借助该反应热而升温的排出气体流入到后段的颗粒过滤器,由此,提高该颗粒过滤器的催化剂层温度。
而且,在前段的氧化催化剂的催化剂层温度利用反应热而上升而催化剂活性上升到既定水平时,在氧化催化剂和颗粒过滤器之间测定的排气温度到达第一设定温度,中止后继喷射而开始向排气管内直喷燃料,能够以大于在后继喷射的情况下受到限制的量的喷射量进行燃料添加。
此时,在前段的氧化催化剂中,因为催化剂活性已经通过基于后继喷射的燃料添加而提升到既定水平,所以即使向排气管内直喷比初期的后继喷射更多的燃料,也不必担心该添加燃料处理不完而残存,而且,因为该燃料添加是向排气管内进行,所以即使在颗粒过滤器的再生被确认之前一直向排气管内直喷燃料也不必担心对发动机可靠性产生影响。
因此,在氧化催化剂和颗粒过滤器之间测定的排气温度到达第一设定温度之后,如果不中断地继续向排气管内直喷比初期的后继喷射更多的燃料,可使后段的颗粒过滤器的催化剂层温度急速地上升而高效地用短时间使该颗粒过滤器的再生完成。
根据上述的本发明的颗粒过滤器的再生方法,和以往的仅仅进行后继喷射的颗粒过滤器的强制再生相同,可从排气温度比较低的运转条件开始颗粒过滤器的强制再生,而且,通过在氧化催化剂和颗粒过滤器之间测定的排气温度到达第一设定温度之后,中止后继喷射而不中断地向排气管内继续直喷比该初期的后继喷射更多的燃料,可使后段的颗粒过滤器的催化剂层温度急速地上升,所以可以比以往更高效地用更短的时间再生颗粒过滤器,可取得抑制燃费大幅的恶化的优异效果。
附图说明
图1是表示本发明的一实施例的概略图。
图2是表示图1的颗粒过滤器的详细的剖视图。
图3是表示图1的氧化催化剂的详细的局部切去立体图。
图4是表示图1的温度传感器的检测温度的随着时间推移的图表。
附图标记说明
9 排出气体
11 排气管
13 颗粒过滤器
14 氧化催化剂
15 温度传感器
18 燃料喷射装置
20 控制装置
21 喷射器
具体实施方式
以下,参照附图说明本发明的实施例。
图1~图4是表示本发明的一实施例的图,图1中的1表示装备涡轮增压器2的柴油发动机,从空气滤清器3导出的吸气4通过吸气管5被送入上述涡轮增压器2的压缩机2a,吸气4被该压缩机2a加压之后被送入中冷器6进行冷却,接着,吸气4被从该中间冷却器6导出至吸气总管7而被分配到柴油发动机1的各气缸8(图1中所例示的是直列6气缸的情况)。
接着,从该柴油发动机1的各气缸8排出的排出气体9,经由排气总管10而被送入涡轮增压器2的涡轮2b,驱动该涡轮2b的排出气体9经由排气管11而被排出车外。
并且,在该排气管11的途中,夹装有过滤器壳体12,在该过滤器壳体12内的后段,收纳有一体地承载氧化催化剂而成的催化剂再生型的颗粒过滤器13,如图2中放大所示,该颗粒过滤器13为由陶瓷构成的多孔质蜂窝结构,区划为格栅状的各流路13a的入口交替地封闭孔眼,对于入口没有被封闭孔眼的流路13a,其出口被封闭孔眼,只有透过区划各流路13a的多孔质薄壁13b的排出气体9向下游侧排出。
此外,如放大图3所示的具有蜂窝结构的流体直通型氧化催化剂14被收纳在过滤器壳体12内的颗粒过滤器13的稍前方位置。
并且,在上述过滤器壳体12中的氧化催化剂14和颗粒过滤器13之间,装备有用于计测排出气体9的温度而作为颗粒过滤器13的催化剂层温度的代用值的温度传感器15,该温度传感器15的温度信号15a被输入到成为发动机计算机(ECU:Electronic Control Unit)的控制装置20中。
该控制装置20,因为兼作发动机控制计算机,所以也承担了与燃料喷射相关的控制,更具体而言,基于来自检测加速传感器开度而作为柴油发动机1的负荷的加速装置传感器16(负荷传感器)的加速装置开度信号16a、和来自检测柴油发动机1的发动机转速的旋转传感器17的转速信号17a,向对柴油发动机1的各气缸8中喷射燃料的燃料喷射装置18输出燃料喷射信号18a。
在此,上述燃料喷射装置18,由装备在每个气缸8上的多个喷射器19构成,这些各喷射器19的电磁阀借助上述燃烧喷射信号18a而适宜地被控制开阀而适当地控制燃料的喷射时机(开阀时期)以及喷射量(开阀时间)。
此外,在本实施例中,作为与上述燃料喷射装置18不同的其他的燃料添加机构,在过滤器壳体12的入侧贯通安装有喷射器21,上述喷射器21能够借助来自上述控制装置20的指令信号21而向排气管11内的排出气体9中直喷而添加燃料。
而且,在上述控制装置20中,在基于加速装置开度信号16a以及转速信号17a而决定通常模式的燃料喷射信号18a、另一方面需要进行颗粒过滤器13的再生控制时,由通常模式切换到再生模式,确定下述燃料喷射信号18a:在与压缩上止点(曲轴转角0°)附近进行的燃料的主喷射连续而比压缩上止点晚的非着火时机(开始时期为曲轴转角90°~120°的范围)中进行后继喷射。
即,若这样地在与主喷射连续而比压缩上止点晚的非着火时机进行后继喷射,则借助该后继喷射向气缸8内的排出气体9中添加未燃烧的燃料(主要为HC:烃),该未燃的燃料成为高浓度HC气体而流入到前段的氧化催化剂14而引起氧化反应,借助其反应热而升温的排出气体9流入到后段的颗粒过滤器13中,从而,该颗粒过滤器13的催化剂层温度上升,内部的捕获颗粒被燃烧除去。
此外,在该控制装置20中,基于来自旋转传感器17的转速信号17a而提取柴油发动机1的转速,并且提取基于来自加速装置传感器16的加速装置开度信号16a的燃料喷射信号18a的确定时判明的燃料的喷射量,从基于这些转速和喷射量的颗粒的发生量变换图表而推定基于柴油发动机1的当下的运转状态的颗粒的基本的发生量,对该基本的发生量乘以考虑到涉及颗粒的发生的各种的条件的补正系数,并且减去在当下的运转状态中的颗粒的处理量而求出最终的发生量,时时刻刻累加该最终的发生量而推定出颗粒的堆积量。
另外,像这样的推定颗粒的堆积量的方法存在各种的考虑方式,当然也可以运用在此例举的推定方法以外的方法推定颗粒的堆积量。
此外,在上述控制装置20中,在颗粒的堆积量被推定为到达既定的目标值之后,在基于来自温度传感器15的温度信号15a,颗粒过滤器13的入侧的排气温度比第一设定温度α低且成为比该第一设定温度α低比第二设定温度β高的条件下,燃料喷射控制由通常模式切换到再生模式,而且,当颗粒过滤器13的入侧的排气温度高于第一设定温度α时中止后继喷射,随后利用喷射器21的向排气管11内的燃料的直喷来继续进行燃料添加(参照图4)。
而且,在控制装置20中,在颗粒的堆积量的增加而判断出成为需要进行颗粒过滤器13的强制再生的状态时,在温度传感器15的检测温度比第一设定温度α低且高于第二设定温度β的条件下,选择再生模式,借助控制装置20将燃料的喷射方式由通常模式切换成再生模式,采用与主喷射连续而在比压缩上止点晚的非着火时机进行后继喷射的喷射方式,结果,借助该后继喷射而以未燃烧的的状态添加到排出气体9中的燃料变为高浓度HC气体而流到氧化催化剂14而引起氧化反应,借助其反应热而升温的排出气体9向后段的颗粒过滤器13流入,从而提高该颗粒过滤器13的催化剂层温度。
而且,在前段的氧化催化剂14的催化剂层温度通过反应热而上升,催化剂活性上升到既定水平时,由温度传感器15测定的排气温度到达第一设定温度α,利用控制装置20中止后继喷射,另一方面,从控制装置20输出指令信号21a而借助上述喷射器21开始向排气管11内直喷燃料,以在后继喷射的情况下受到限制的量以上的喷射量来进行燃料添加。
此时,在前段的氧化催化剂14中,通过后继喷射的燃料添加,催化剂活性已经提升到既定水平,所以即使向排气管11内直喷比初期的后继喷射更多的燃料,也不必担心该添加燃料处理不完而残留,而且,由于该燃料添加朝向排气管11内进行,所以即便在颗粒过滤器13的再生被确认之前继续向排气管11内的燃料的直喷,也无需担心对发动机的可靠性产生影响。
因此,在由温度传感器15测定的排气温度到达第一设定温度α后,如果不中断地继续向排气管11内直喷比初期的后继喷射更多的燃料,则使后段的颗粒过滤器13的催化剂层温度急速地上升,可高效地用短时间使该颗粒过滤器13的再生完成。
另外,在本实施例中,经过前段的氧化催化剂14而利用反应热升温的排出气体9的温度在颗粒过滤器13的入侧由温度传感器15测出,因为通过该温度传感器15测出的温度是由于通过前段的氧化催化剂14而完成温度变化而实际流入颗粒过滤器13的稍微之前的排气温度,所以相对于颗粒过滤器13的催化剂层温度具有较高的关联,可基于该排气温度正确地把握颗粒过滤器13的催化剂层温度。
从而,根据上述实施例,能够从与以往的仅进行后继喷射的颗粒过滤器13的强制再生相同的比较低的排气温度的运转条件开始颗粒过滤器13的强制再生,而且,在氧化催化剂14和颗粒过滤器13之间由温度传感器15测定的排气温度到达第一设定温度α之后,中止后继喷射而不中断地向排气管11内继续直喷比该初期的后继喷射更多的燃料,所以可使后段的颗粒过滤器13的催化剂层温度急速地上升,所以可高效地用短时间再生颗粒过滤器13,可抑制燃费的大幅恶化。
另外,本发明的颗粒过滤器的再生方法,不仅仅限定于上述的实施例,当然可以在不脱离本发明主旨的范围内进行各种变化。
Claims (1)
1.一种颗粒过滤器的再生方法,在前段配备有氧化催化剂而设置在排气管途中的催化剂再生型的颗粒过滤器的上游侧,进行向排出气体中的燃料添加,借助该添加燃料在前段的氧化催化剂上氧化反应时的反应热使后段的颗粒过滤器内捕获的颗粒燃烧,从而实现该颗粒过滤器的强制再生,其特征在于,在氧化催化剂和颗粒过滤器之间测定的排气温度比第一设定温度低且成为比第一设定温度低比第二设定温度高时,在与压缩上止点附近的燃料的主喷射连续的非着火时机追加后继喷射而进行燃料添加,在上述排气温度高于第一设定温度时,中止后继喷射而向比上述氧化催化剂靠上游侧的排气管内直喷燃料而进行燃料添加。
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JP4434061B2 (ja) * | 2005-04-08 | 2010-03-17 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
-
2006
- 2006-08-31 JP JP2007533319A patent/JP4709220B2/ja active Active
- 2006-08-31 CN CN2006800393644A patent/CN101292078B/zh not_active Expired - Fee Related
- 2006-08-31 EP EP06797153A patent/EP1921288A4/en not_active Withdrawn
- 2006-08-31 US US12/065,170 patent/US8006486B2/en not_active Expired - Fee Related
- 2006-08-31 WO PCT/JP2006/317193 patent/WO2007026809A1/ja active Application Filing
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN102563589A (zh) * | 2010-10-29 | 2012-07-11 | 通用电气公司 | 用于使催化材料再生的系统、方法和设备 |
US9062569B2 (en) | 2010-10-29 | 2015-06-23 | General Electric Company | Systems, methods, and apparatus for regenerating a catalytic material |
CN103403314A (zh) * | 2011-02-28 | 2013-11-20 | 丰田自动车株式会社 | 内燃机的排气净化装置 |
CN104981599A (zh) * | 2013-02-06 | 2015-10-14 | 丰田自动车株式会社 | 内燃机的控制装置 |
Also Published As
Publication number | Publication date |
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WO2007026809A1 (ja) | 2007-03-08 |
CN101292078B (zh) | 2011-03-30 |
EP1921288A1 (en) | 2008-05-14 |
JPWO2007026809A1 (ja) | 2009-03-12 |
US20090145115A1 (en) | 2009-06-11 |
JP4709220B2 (ja) | 2011-06-22 |
US8006486B2 (en) | 2011-08-30 |
EP1921288A4 (en) | 2008-11-26 |
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