EP1030043A2 - Abgasreinigungsvorrichtung für einen Motor - Google Patents

Abgasreinigungsvorrichtung für einen Motor Download PDF

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Publication number
EP1030043A2
EP1030043A2 EP00103087A EP00103087A EP1030043A2 EP 1030043 A2 EP1030043 A2 EP 1030043A2 EP 00103087 A EP00103087 A EP 00103087A EP 00103087 A EP00103087 A EP 00103087A EP 1030043 A2 EP1030043 A2 EP 1030043A2
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EP
European Patent Office
Prior art keywords
sox
catalyst
engine
exhaust gas
concentration
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00103087A
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English (en)
French (fr)
Other versions
EP1030043A3 (de
Inventor
Hiroyuki Kanesaka
Hitoshi Onodera
Masanori Nakamura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP1030043A2 publication Critical patent/EP1030043A2/de
Publication of EP1030043A3 publication Critical patent/EP1030043A3/de
Withdrawn legal-status Critical Current

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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
    • F02D41/0285—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 SOx trap or adsorbent
    • 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
    • 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
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system

Definitions

  • the present invention relates to exhaust gas purifying technique for an internal combustion engine, and specifically to improvements in an exhaust gas purification device for removing nitrogen oxides (NOx) emitted during lean combustion.
  • NOx nitrogen oxides
  • One exhaust gas purification device employs an NOx reduction catalyst capable of trapping NOx when an inflowing exhaust gas mixture is lean in air-fuel ratio, and of reducing NOx when the inflowing exhaust gas mixture is rich.
  • the exhaust gas mixture further contains sulfur oxides (SOx) produced from sulfur in the fuel and lubricating oil.
  • SOx sulfur oxides
  • the NOx reduction catalyst traps SOx, and the trapped SOx decreases the catalyst's capability of trapping NOx.
  • an exhaust gas purifying system disclosed in a Japanese Patent Kokai Publication H06(1994)-229231 employs an SOx reduction catalyst disposed upstream of the NOx reduction catalyst.
  • an exhaust gas purification device for an engine comprises:
  • an exhaust gas purification device comprises means for estimating an SOx concentration of SOx on an entrance side of the first catalyst; and means for forcibly reducing SOx from the second catalyst when the SOx concentration reaches a predetermined threshold concentration.
  • an engine system comprises: an engine; a downstream catalyst for NOx reduction; an upstream catalyst for SOx reduction, upstream of the downstream catalyst; and a controller.
  • the controller is a component for determining a quantity representing an SOx concentration of an exhaust gas mixture on a downstream side of the upstream catalyst, and switching an operating mode of the engine from a lean mode to a temporary enrich mode to reduce SOx from the upstream catalyst when the quantity becomes greater than a predetermined threshold.
  • an exhaust gas purifying process comprises: estimating an SOx concentration of SOx on an entrance side of an NOx reduction catalyst disposed in an exhaust passage of the engine; comparing the SOx concentration with a predetermined threshold concentration, and performing an SOx reducing operation to reduce SOx from an SOx reduction catalyst upstream of the first catalyst when the SOx concentration becomes greater than a predetermined threshold concentration.
  • Fig. 1 shows a system of an engine equipped with an exhaust gas purification device according to one embodiment of the present invention.
  • Downstream and upstream (or first and second) catalysts 3 and 4 are disposed in an exhaust passage 2 for an internal combustion engine 1 which, in this example, is a spark ignition gasoline engine.
  • the upstream catalyst 4 is located upstream of the downstream catalyst 3.
  • the downstream catalyst 3 traps and stores NOx when the air-fuel ratio of the exhaust gas mixture flowing into the downstream catalyst 3 is lean. Under the rich condition of the inflowing exhaust gas mixture, the downstream catalyst 3 reduces the stored NOx and performs a reducing and purifying operation with a reducing agent in the exhaust gas mixture.
  • the upstream catalyst 4 is capable of trapping SOx in the exhaust gas mixture.
  • the downstream catalyst 3 for trapping NOx it is possible to employ a structure of a honeycomb monolithic support coated with a layer comprising a composite oxide represented as [(Ln1- ⁇ A ⁇ )1- ⁇ BO ⁇ ] and at least one selected from the group of platinum, palladium and rhodium.
  • 0 ⁇ 1, 0 ⁇ ⁇ ⁇ 1, ⁇ is an oxygen quantity satisfying the valence of each element
  • Ln is at least one element selected from the group of La, Ce, Nd and Sm
  • A is at least one element selected from the group of Mg, Ca, Sr, Ba, Na, K and Cs
  • B is at least one element selected from the group of ion, cobalt, nickel and manganese.
  • the upstream catalyst 4 for trapping SOx it is possible to employ a structure having a honeycomb monolithic support coated with a layer comprising at least one selected from the group of alkaline metals, alkaline earth metals, rare earth elements and transition metals, and at least one selected from the group of platinum, palladium and rhodium.
  • Upstream and downstream exhaust temperature sensors 5 and 6 are disposed, respectively, at the entrances of the upstream and downstream catalysts 4 and 3.
  • the upstream exhaust temperature sensor 5 senses an exhaust gas temperature TexS at the entrance of the upstream catalyst 4 for SOx.
  • the downstream exhaust gas temperature sensor 6 senses an exhaust gas temperature TexN at the entrance of the downstream catalyst 3 for NOx.
  • An engine control unit (ECU) 7 serving as a controller of this control system receives exhaust temperature signals from the exhaust temperature sensors 5 and 6.
  • the engine control unit 7 further receives signals on other engine operating conditions, such as a signal on an intake air quantity from an air flowmeter, and a signal on an engine speed from a crank angle sensor.
  • the engine control unit 7 controls the fuel injection quantity of fuel injectors (hence the air-fuel ratio), the fuel injection timing, and the ignition timing.
  • Fig. 2 shows a control process performed periodically by the engine control unit 7, for controlling the SOx reduction. This process is repeated at regular time intervals.
  • the control unit 7 reads the engine operating conditions such as the engine speed and the engine load.
  • control unit 7 reads the exhaust temperature TexS sensed by the upstream temperature sensor 5 at a step S2. Instead of sensing the exhaust temperature at the entrance of the catalyst 4, it is optional to sense the temperature of the catalyst 4 itself with a temperature sensor, or to estimate the temperature from the history of engine operation of the engine 1 without using a temperature sensor.
  • the control unit 7 further reads the exhaust temperature TexN sensed by the downstream temperature sensor 5.
  • the control unit 7 is optional to sense the temperature of the catalyst 3 itself with a temperature sensor, or to estimate the temperature from the history of engine operation of the engine 1 without using a temperature sensor.
  • the control unit 7 determines whether the engine 1 is operated in a lean air-fuel ratio region, or not. In the case of lean operation, SOx in the exhaust gas mixture is trapped by the upstream catalyst 4. Conversely, the SOx is reduced from the upstream catalyst 4 when the engine 1 is operated in a rich region. Normally, the engine 1 is operated in the learn region, and accordingly, the control unit 7 proceeds from the step S4 to a step S5.
  • the control unit 7 calculates an SOx discharge quantity (or rate) SOXex which is a quantity of SOx discharged from the engine 1 into the exhaust passage 2 per unit time (an execution cycle time of this routine, for example), in accordance with the air-fuel ratio and other engine operating conditions. Since the proportion of sulfur in the fuel is approximately constant, the SOx discharge quantity SOXex increases as the fuel supply quantity per unit time increases.
  • the control unit 7 calculates an SOx trap rate (or SOx absorption rate) Sal of the upstream catalyst 4.
  • This SOx trap rate Sal is calculated by using, as parameters, an SOx storage amount (or SOx absorption quantity) SOX which is a quantity of SOx remaining in the upstream catalyst 4, the upstream exhaust temperature TexS at the entrance of the upstream catalyst 4, and the air-fuel ratio.
  • the SOx trap rate Sa1 is a value within the range of 0 ⁇ 1.
  • the SOx trap rate has the following characteristic with respect to each parameter.
  • the SOx trap rate Sa1 increases as the SOx storage quantity SOX is decreased.
  • the SOx trap rate Sa1 reaches a maximum when the SOx storage quantity SOX is zero.
  • the SOx trap rate Sa1 reaches a maximum when the exhaust temperature TexS at the entrance of the upstream catalyst 4 is equal to a predetermined temperature.
  • the SOx trap rate Sa1 decreases as the upstream exhaust temperature TexS decreases from the predetermined temperature.
  • the SOx trap rate Sa1 is zero at temperatures lower than an activation temperature of the upstream catalyst 4.
  • the SOx trap rate Sa1 decreases as the upstream exhaust temperature TexS increases from the predetermined temperature.
  • the SOx trap rate Sa1 is zero at temperatures higher than an SOx reduction temperature.
  • the SOx trap rate Sa1 decreases as the degree of leanness becomes smaller.
  • the SOx trap rate Sa1 is zero on the rich side of the stoichiometric air-fuel ratio.
  • SOXz is a previous value (or the last value) of SOX
  • SOXex*Sa1 corresponds to the quantity of SOx newly trapped in the upstream catalyst 4 during a period from the last calculation to the current calculation.
  • the quantity ⁇ SOXex*(1-Sa1) ⁇ corresponds to the quantity of SOx flowing, out of the engine 1, through the upstream catalyst 4, and into the downstream catalyst 3, and the factor K1 is a constant for converting the quantity of SOx into the concentration of SOx.
  • the control unit 7 determines a permissible SOx concentration to the exhaust gas mixture flowing into the downstream catalyst 3, in accordance with the downstream exhaust temperature TexN at the entrance of the downstream catalyst 3 for NOx.
  • the permissible SOx concentration is increased as the downstream exhaust temperature TexN increases.
  • the control unit 7 determines whether the SOx concentration Sni estimated at the step S8 is greater than the permissible SOx concentration set at the step S9. When Sni is greater than the permissible SOx concentration, the control unit 7 proceeds from the step S10 to a step S11 to meet the need of an SOx reducing operation in the upstream catalyst 4 for trapping SOx, and sets a SOx reduction flag Fsox to one. When Sni is equal to or smaller than the permissible SOx concentration, then the control unit 7 proceeds directly to a step S16.
  • control unit 7 stores the then-existing value of the SOx storage quantity SOX, to use as the previous value SOXz in the next execution cycle of the routine.
  • control unit 7 modifies the air-fuel ratio to the rich side according to an air-fuel ratio control routine. As a result, SOx is reduced from the upstream catalyst 4.
  • the control unit 7 calculates an SOx reduction (or release) rate Sr1 representing the rate of SOx reduced from the upstream catalyst 4 by this enrichment.
  • This SOx reduction rate Sr1 is calculated by using, as parameters, the SOx storage quantity (or SOx absorption quantity) SOX which is a quantity of SOx remaining in the upstream catalyst 4, the upstream exhaust temperature TexS at the entrance of the upstream catalyst 4, and the air-fuel ratio.
  • the SOx reduction rate Sr1 is a value within the range of 0 ⁇ 1.
  • the SOx reduction rate has the following characteristic with respect to each parameter.
  • the SOx reduction rate Sr1 decreases as the SOx storage quantity SOX is decreased.
  • the SOx reduction rate Sr1 is zero when the SOx storage quantity SOX is zero.
  • the SOx reduction rate Sr1 decreases as the exhaust temperature TexS at the entrance of the upstream catalyst 4 becomes lower.
  • the SOx reduction rate Sr1 is zero at temperatures lower than an SOx reduction temperature of the upstream catalyst 4.
  • the SOx reduction rate Sr1 decreases as the degree of leanness becomes smaller.
  • the SOx reduction rate Sr1 is zero on the lean side of the stoichiometric air-fuel ratio.
  • SOXz is the previous value (or the last value) of SOX
  • the term (SOXz*Sr1) corresponds to the quantity of SOx reduced from the upstream catalyst 4 during a period from the last calculation to the current calculation.
  • SOx storage quantity SOX gradually decreases by the reduction of SOx.
  • the control unit 7 determines whether the SOx storage quantity SOX determined at the step S13 is smaller than or equal to a predetermined (minimum) value SOXmin which is set equal to a relatively small value close to zero. When SOX is greater than SOXmin, the control unit 7 proceeds from the step S14 to the step S16 to store the value of SOX, and then repeats this routine. When SOX becomes smaller than or equal to SOXmin, the control unit 7 resets the SOx reduction flag Fsox to zero at a step S15, and terminates the enrichment. The control unit 7 retains the value of the SOx storage quantity SOX stored at the step S16 while the engine 1 is off, and continues the estimation of the SOx storage quantity SOX by using the retained value when the engine 1 is restarted.
  • a predetermined (minimum) value SOXmin which is set equal to a relatively small value close to zero.
  • the thus-constructed control system performs a forcible SOx reducing operation based on the SOx concentration Sni of the exhaust gas mixture flowing through the upstream catalyst 4 into the downstream catalyst 3. Therefore, even though the SOx storage quantity SOX increases, this system does not start the enrichment as long as the actual SOx concentration Sni is low. This system can avoid an unnecessary enrichment in such a situation and thereby minimize the deterioration of the fuel consumption.
  • this control system continues the SOx reducing operation until the SOx storage quantity SOX is reduced to a value approximately equal to zero. Therefore, this system can avoid undesirable frequent repetition of the SOx reduction operation.
  • This system can estimate the SOx concentration accurately from the SOx trap rate which is determined in accordance with the SOx storage quantity of the SOx reduction catalyst, the temperature condition of the SOx reduction catalyst, and the air-fuel ratio of the exhaust gas mixture flowing into the SOx reduction catalyst.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
EP00103087A 1999-02-16 2000-02-15 Abgasreinigungsvorrichtung für einen Motor Withdrawn EP1030043A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP3665899 1999-02-16
JP3665899A JP3674358B2 (ja) 1999-02-16 1999-02-16 内燃機関の排気浄化装置

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EP1030043A2 true EP1030043A2 (de) 2000-08-23
EP1030043A3 EP1030043A3 (de) 2003-02-12

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EP00103087A Withdrawn EP1030043A3 (de) 1999-02-16 2000-02-15 Abgasreinigungsvorrichtung für einen Motor

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005040571A1 (en) * 2003-10-29 2005-05-06 Toyota Jidosha Kabushiki Kaisha Exhaust purification device of compression ignition type internal combustion engine
FR2897103A1 (fr) * 2006-02-09 2007-08-10 Peugeot Citroen Automobiles Sa Systeme et procede d'elimination de sox (oxyde de soufre), module d'arret pour ce systeme
US7730719B2 (en) * 2005-04-12 2010-06-08 Toyota Jidosha Kabushiki Kaisha Exhaust purification apparatus of compression ignition type internal combustion engine
EP2500537A1 (de) * 2009-11-09 2012-09-19 Toyota Jidosha Kabushiki Kaisha Regler für einen verbrennungsmotor

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3659193B2 (ja) 2001-06-08 2005-06-15 日産自動車株式会社 内燃機関の排気浄化システム
GB0220645D0 (en) 2002-09-05 2002-10-16 Johnson Matthey Plc Exhaust system for a lean burn ic engine
JP4775201B2 (ja) * 2006-09-15 2011-09-21 トヨタ自動車株式会社 内燃機関の排気浄化システム
JP4605174B2 (ja) 2007-04-05 2011-01-05 トヨタ自動車株式会社 内燃機関の排気浄化装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06229231A (ja) 1993-02-03 1994-08-16 Toyota Motor Corp 内燃機関の排気浄化装置

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0625633B1 (de) * 1992-12-03 2000-03-15 Toyota Jidosha Kabushiki Kaisha Abgasreinigungsgeraet fuer brennkraftmaschinen
EP0892159A3 (de) * 1997-07-17 2000-04-26 Hitachi, Ltd. Abgasreiningungsvorrichtung und -Verfahren einer Brennkraftmaschine

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH06229231A (ja) 1993-02-03 1994-08-16 Toyota Motor Corp 内燃機関の排気浄化装置

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2005040571A1 (en) * 2003-10-29 2005-05-06 Toyota Jidosha Kabushiki Kaisha Exhaust purification device of compression ignition type internal combustion engine
US7181904B2 (en) 2003-10-29 2007-02-27 Toyota Jidosha Kabushiki Kaisha Exhaust purification device of compression ignition type internal combustion engine
CN100365260C (zh) * 2003-10-29 2008-01-30 丰田自动车株式会社 压燃式内燃机的废气净化装置
US7730719B2 (en) * 2005-04-12 2010-06-08 Toyota Jidosha Kabushiki Kaisha Exhaust purification apparatus of compression ignition type internal combustion engine
FR2897103A1 (fr) * 2006-02-09 2007-08-10 Peugeot Citroen Automobiles Sa Systeme et procede d'elimination de sox (oxyde de soufre), module d'arret pour ce systeme
WO2007090969A1 (fr) * 2006-02-09 2007-08-16 Peugeot Citroën Automobiles SA Systeme et procede d'elimination de sox (oxyde de soufre), module d'arret pour ce systeme
EP2500537A1 (de) * 2009-11-09 2012-09-19 Toyota Jidosha Kabushiki Kaisha Regler für einen verbrennungsmotor
EP2500537A4 (de) * 2009-11-09 2014-11-19 Toyota Motor Co Ltd Regler für einen verbrennungsmotor

Also Published As

Publication number Publication date
EP1030043A3 (de) 2003-02-12
JP2000234512A (ja) 2000-08-29
JP3674358B2 (ja) 2005-07-20

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