Classifications

• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
  • F01N3/0293—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream
• • 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
  • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
  • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
  • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
• • 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
  • F01N13/02—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 silencers in series
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/022—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
  • F01N3/0222—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/0232—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles removing incombustible material from a particle filter, e.g. ash
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
  • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
  • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
  • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
• • 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
  • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
  • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
• • 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
  • F01N3/2066—Selective catalytic reduction [SCR]
• • 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
  • F01N3/24—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 constructional aspects of converting apparatus
  • F01N3/28—Construction of catalytic reactors
  • F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
• • 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
  • F01N9/00—Electrical control of exhaust gas treating apparatus
  • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
  • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
  • F01N2240/22—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a condensation chamber
• • 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
  • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
  • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
• • 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
  • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
  • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
  • F01N2290/10—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement actuated by pressure of exhaust gases, e.g. exhaust pulses
• • 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
  • F01N2430/04—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by adding non-fuel substances to combustion air or fuel, e.g. additives
• • 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
  • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
  • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
• • 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
  • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
  • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the present invention relates to an exhaust purification system of an internal combustion engine.
• Known in the art is an internal combustion engine which arranges a particulate filter for trapping particulate matter which is contained in exhaust gas in an engine exhaust passage.
• This particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are arranged alternately via porous partition walls.
• exhaust gas first flows into the exhaust gas inflow passages, then passes through the partition walls and flows out into the exhaust gas outflow passages. Therefore, the particulate matter which is contained in the exhaust gas is trapped inside the partition walls or on the surfaces of the partition walls which form the inner circumference of the exhaust gas inflow passages.
• PLT 1 Japanese Patent Publication No. 2005- 76462A
• exhaust gas contains
• ash noncombustible ingredients
• This ash is trapped together with the particulate matter by the particulate filter.
• the ash will not burn or will not vaporize. That is, the ash is not removed from the particulate filter, but remains on the particulate filter.
• the pressure loss of the particulate filter becomes larger by the amount of ash which is deposited on the particulate filter.
• PM removal control is liable to be performed regardless of the amount of the particulate filter which is deposited on the particulate filter being relatively small. That is, the timing of execution of PM removal control is liable to be advanced from the optimum timing. Therefore, PM removal control is liable to be unpreferably performed frequently and the energy which is consumed for PM removal control is liable to increase.
• an exhaust purification system of an internal combustion engine which is provided with " a particulate filter for trapping particulate matter which is contained in exhaust gas inside an engine exhaust passage, which particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are alternately arranged through porous partition walls, characterized in that the system comprises: a movement promoting means or a movement promoter for promoting movement of ash which deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages; a detecting means or a detector for detecting pressure loss of the particulate filter; and a PM removing means or a PM remover for performing PM removal control for removing particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value.
• the movement promoting means judges if the amount of ash which has deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount and performs movement promoting control when it is judged that the amount of ash is greater than the predetermined upper limit amount.
• the movement promoting means supplies a liquid to the particulate filter to perform the movement promoting control.
• the liquid is comprised of at least one of water, an aqueous solution, and a liquid fuel.
• at least one of an engine intake passage, engine exhaust passage upstream of the particulate filter, and exhaust gas recirculation passage which connects the engine intake passage and engine exhaust passage with each other is formed with a condensed water storage part which stores condensed water which is generated at the internal combustion engine, and the movement promoting means supplies condensed water which was stored in the
• the system further comprises an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter; a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter; and a NOx reducing means or a NOx reducer for adding the liquid reducing agent from the reducing agent addition valve with a NOx reduction addition pressure and NOx reduction addition time for reducing the NOx, and that the movement promoting means adds liquid reducing agent from the reducing agent addition valve with an addition pressure which is lower than the NOx reduction addition pressure or with an addition time which is longer than the NOx reduction addition time, to perform the movement
• the movement promoting means makes the pressure inside of the particulate filter pulsate, to perform the movement promoting control.
• the movement promoting means makes the particulate filter vibrate, to perform the movement promoting control.
• the movement promoting means makes the temperature of the particulate filter rise to a temperature higher than that at the time of PM removal control, to perform the movement promoting control.
• the movement promoting means feeds a liquid to the particulate filter and makes the liquid solidify, to perform the movement promoting control.
• PM removal control can be performed at the optimum timing.
• FIG. 1 is an overall view of an internal combustion engine.
• FIG. 2 is a schematic view of a cooling device.
• FIG. 3A is a front view of a particulate filter.
• FIG. 3B is a side cross-sectional view of a particulate filter .
• FIG. 4 is a time chart which explains PM removal control.
• FIG. 5A is a map which shows an amount of increase.
• FIG. 5B is a map which shows an amount of decrease.
• FIG. 6 is a flow chart which shows a routine for
• FIG. 7 is a flow chart which shows a routine for
• FIG. 8A is a graph which shows a relationship between a pressure difference PD and an amount of deposited
• FIG. 8B is a graph which shows a relationship between a pressure difference PD and an amount . of deposited
• FIG. 8C is a graph which shows a relationship between a pressure difference PD and an amount of deposited
• FIG. 8D is a graph which shows a relationship between a pressure difference PD and an amount of deposited
• FIG. 9A is a partial enlarged cross-sectional view of a particulate filter which shows ash which is deposited on an inner circumference of an exhaust gas inflow passage.
• FIG. 9B is a partial enlarged cross-sectional view which shows ash which is deposited at a rear part of an exhaust gas inflow passage.
• FIG. 10 is a time chart which explains movement promoting control .
• FIG. 11A is a graph which explains a difference between intercepts of two asymptotes.
• FIG. 11B is a graph which explains a difference between intercepts of two asymptotes.
• FIG. 12 is a flow chart which shows a routine for
• FIG. 13 is a flow chart which shows a routine for
• FIG. 14 is a flow chart which shows a routine for
• FIG. 15 is a flow chart which shows a routine for
• FIG. 16 is a graph which explains another embodiment of the ratio R.
• FIG. 17A is a view which shows another embodiment of a condensed water storage part.
• FIG. 17B is a view which shows another embodiment of a condensed water storage part.
• FIG. 17C is a view which shows another embodiment of a condensed water storage part.
• FIG. 18 is an overview of an internal combustion engine which shows another embodiment of the present invention.
• FIG. 19 is a time chart which explains movement promotin control of the embodiment which is shown in FIG. 18.
• FIG. 20 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 19.
• FIG. 21 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 22 is a time chart which explains movement promotin control of the embodiment which is shown in FIG. 21.
• FIG. 23 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 22.
• FIG. 24A is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 24B is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 24C. is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 25 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 26 is a time chart which explains movement promotin control of the embodiment which is shown in FIG. 25.
• FIG. 27 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 26.
• FIG. 28 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 29 is a time chart which explains movement . promoting control of the embodiment which is shown in FIG. 28.
• FIG. 30 is a flow chart which shows a routine for
• FIG. 31 is a time chart which explains still another embodiment according to the present invention.
• FIG. 32 is a flow chart which shows a routine for
• FIG. 33 is a flow chart which shows a routine for
• FIG. 34 is a time chart which explains still another embodiment according to the present invention.
• FIG. 35 is a flow chart which shows a routine for
• FIG. 36 is a flow chart which shows a routine for
• FIG. 37 is a flow chart which shows a routine for
• FIG. 38 is a flow chart which shows a routine for
• FIG. 39 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
• FIG. 40 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 39.
• FIG. 41 is a flow chart which shows a routine for
• 1 indicates a body of a compression ignition-type internal combustion engine, 2 a combustion chamber of each cylinder, 3 an electronically controlled fuel injector which injects fuel into a combustion chamber 2, 4 an intake manifold, and 5 an exhaust manifold.
• the intake manifold 4 is connected through an intake duct 6 to an outlet of a compressor 7c of an exhaust turbocharger 7, while an inlet of the compressor 7c is connected through an air flowmeter 8 to an air cleaner 9.
• an intake duct 6 Inside the intake duct 6, an
• the electrically controlled throttle valve 10 is arranged. Furthermore, around the intake duct 6, a cooling device 11 is arranged for cooling the intake air which flows through the inside of the intake duct 6.
• the exhaust manifold 5 is connected to an inlet of an exhaust turbine 7t of the exhaust turbocharger 7, while an outlet of the exhaust turbine 7t is connected to an exhaust post-treatment device 20.
• the exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as "EGR") passage 12.
• EGR exhaust gas recirculation
• an electrically controlled EGR control valve 13 is arranged inside the EGR passage 12.
• a cooling device 14 is arranged for cooling the EGR gas which flows through the inside of the EGR passage 12.
• each fuel injector 3 is connected through a fuel runner 15 to a common rail 16.
• the inside of this common rail 16 is supplied with fuel from an electronically controlled variable discharge fuel pump 17.
• the fuel which is supplied to the inside of the common rail 16 is supplied through each fuel runner 15 to a fuel injector 3.
• this fuel is comprised of diesel oil.
• the internal combustion engine is comprised of a spark ignition type internal combustion engine at which fuel is burned with a lean air-fuel ratio.
• the fuel is comprised of gasoline.
• the exhaust post-treatment device 20 is provided with an exhaust pipe 21 which is connected to the outlet of the exhaust turbine It, a catalytic
• a wall flow type of particulate filter 24 is
• the catalytic converter 22 is provided with a temperature sensor 25 for detecting the temperature of the particulate filter 24.
• a temperature sensor is arranged in the exhaust pipe 21 to detect the temperature of the exhaust gas which flows into the particulate filter 24.
• a temperature sensor for detecting the temperature of the exhaust gas which flows out from the particulate filter 24 is arranged in the exhaust pipe 23. The temperatures of the exhaust gas express the
• the catalytic converter 22 is further provided with a pressure loss sensor 26 for detecting the pressure loss of the particulate filter 24.
• the pressure loss sensor 26 is comprised of a pressure difference sensor for detecting the pressure difference upstream and downstream of the particulate filter 24.
• the pressure loss sensor 26 is comprised of a pressure difference sensor for detecting the pressure difference upstream and downstream of the particulate filter 24.
• pressure loss sensor 26 is comprised of a sensor which is attached to the exhaust pipe 21 and detects the engine back pressure.
• the exhaust manifold 5 is provided with a fuel addition valve 27. This fuel
• addition valve 27 is supplied with fuel from the common rail 16. From the fuel addition valve 27, fuel is added inside of the exhaust manifold 5. In another embodiment, the fuel addition valve 27 is arranged in the exhaust pipe 21.
• FIG. 2 shows a cooling device 14 which is provided in the EGR passage 12.
• the cooling device 14 is provided with a main passage 14a which is connected to the EGR passage 12, a cooler 14b which is arranged around the main passage 14a, a bypass passage 14c which branches from the main passage 14a upstream of the cooler 14b and returns to the main passage 14a downstream of the cooler
• bypass control valve 14d which selectively guides EGR gas to one of the main passage 14a and bypass passage 14c.
• the bypass control valve 14d is controlled to the cooling position which is shown by the solid line in FIG. 2, therefore the EGR gas is guided to the cooler 14b.
• the bypass control valve 14d is controlled to the bypass position which is shown by the broken line in FIG. 2, therefore the EGR gas bypasses the cooler 14b.
• the bypass passage 14c is provided with a condensed water storage part 14e for storing condensed water which is formed in the EGR passage 12 and the cooling device 14.
• the condensed water storage part 14e is comprised of a recessed part which is formed at the bottom surface of the bypass passage 14c.
• the electronic control unit 30 is comprised of a digital computer which is provided with components which are connected with each other by a bidirectional bus 31 such as a ROM (read only memory) 32, RAM (random access memory) 33, CPU
• the engine body 1 has a water temperature sensor 41 for detecting the engine cooling water temperature and an oil temperature sensor 42 for detecting the engine lubrication oil temperature attached to it. The output voltages of these sensors 41 and 42 are input through the corresponding AD converters
• the input port 35 is connected to a crank angle sensor 43 which generates an output pulse each time the crankshaft rotates by for example 15°.
• the output pulse from the crank angle sensor 43 is used as the basis to calculate the engine speed Ne.
• the input port 35 further receives as input the signals which show if the ignition switch 44 and the starter switch 45 are on or off. When the starter switch 45 is on, the starter motor 46 is actuated.
• the output port 36 is connected through corresponding drive circuits 38 to the fuel injectors 3, throttle valve 10 drive device, EGR control valve 13, bypass control valve 14d, fuel pump 17, fuel addition valve 27, and starter motor 46.
• FIG. 3A and FIG. 3B show the structure of the wall flow type particulate filter 24. Note that, FIG. 3A shows a front view of the particulate filter 24, while FIG. 3B shows a side cross-sectional view of the
• the particulate filter 24 forms a honeycomb structure which is provided with a plurality of exhaust flow passages 71i, 71o which extend in parallel with each other and partition walls 72 which separate these exhaust flow passages 71i, 71o.
• the exhaust flow passages 71i, 71o are comprised of exhaust gas inflow passages 71i which have upstream ends which are opened and have downstream ends which are closed by plugs 73d and exhaust gas outflow passages 71o which have upstream ends which are closed by plugs 73u and have downstream ends which are opened. Note that, in FIG. 3A, the hatched parts show plugs 73u.
• the exhaust gas inflow passages 71i and exhaust gas outflow passages 71o are alternately arranged through thin partition walls 72.
• the exhaust gas inflow passages 71i and exhaust gas outflow passages 71o are comprised of exhaust gas inflow passages 71i each of which are surrounded by four exhaust gas outflow passages 71o and of exhaust gas outflow passages 71o each of which are surrounded by four exhaust gas inflow passages 71i.
• the exhaust flow passages are comprised of exhaust gas inflow
• the partition walls 72 are formed from porous materials such as cordierite, silicon carbide, silicon nitride, zirconia, titania, alumina, silica, mullite, lithium aluminum silicate, zirconium ' phosphate, and other such ceramics. Therefore, as shown by the arrows in FIG. 3B, the exhaust gas first flows into the exhaust gas inflow passages 71i, then passes through the surrounding partition walls 72 and flows out to the adjoining exhaust gas outflow passages 71o. In this way, the partition walls 72 form the inner circumferences of the exhaust gas inflow passages 71i. Note that, the partition walls 72 have average pore sizes of 10 to 25 ⁇ or so.
• the partition walls 72 carry a catalyst which has an oxidation function at the two side surfaces and the surfaces inside the pores.
• the catalyst which has the oxidation function is comprised of palladium Pt, rhodium Rh, palladium Pd, or other such precious metal.
• the catalyst which has an oxidation function is comprised of a composite oxide including cerium Ce, praseodymium Pr, neodymium Nd, lanthanum La, or other such base metal.
• the catalyst is comprised of a combination of a precious metal and composite oxide.
• the exhaust gas contains particulate matter which is formed mainly from solid carbon. This particulate matter is trapped on the particulate filter 24. In this combustion chamber 2, fuel is burned under an oxygen excess. Therefore, so long as fuel is not
• the particulate filter 24 is in an oxidizing atmosphere. Further, the particulate filter 24 carries a catalyst which has an oxidation function. As a result, the particulate matter which is trapped on the particulate filter 24 is successively oxidized. In this regard, if the amount of particulate matter which is trapped per unit time becomes greater than the amount of particulate matter which is oxidized per unit time, the amount of particulate matter which is trapped on the particulate filter 24 increases together with the elapse of the engine operation time.
• PM removal control for removing particulate matter from the particulate filter 24 is repeatedly performed. As a result, the particulate matter on the particulate filter 24 is removed and the pressure loss of the particulate filter 24 is decreased.
• PM removal control is comprised of temperature elevation control which raises and holds the temperature of the particulate filter 24 to the PM removal temperature (for example 600°C) to remove the particulate matter by oxidation.
• temperature elevation control in one embodiment, fuel is added from the fuel addition valve 27 and the fuel is burned at the exhaust passage or particulate filter 24. In another embodiment, fuel is injected from a fuel injector 3 in the compression stroke or exhaust stroke. This fuel is burned in the combustion chamber 2, exhaust passage, or particulate filter 24.
• the amount of increase qPMi as shown in FIG. 5A, is stored as a function of the fuel injection amount QF and the engine speed Ne in the form of a map in advance in the ROM 32 (FIG. 1) .
• the fuel injection amount QF represents the engine load.
• the amount of decrease qPMd as shown in FIG.
• the intake air amount Ga expresses the flow of exhaust gas or oxygen which flows into the particulate filter 24.
• FIG. 6 shows a routine for executing the PM removal control which is shown in FIG. 4. Referring to FIG. 6, at step 101, it is judged if the pressure
• step 102 temperature elevation control is performed. That is, the target value TTF of the temperature TF of the particulate filter 24 is set to the PM removal temperature TFPM. In the embodiment which is shown in FIG. 1, the temperature of the particulate filter 24 is controlled so that the actual temperature of the particulate filter 24 becomes the target value TTF.
• step 103 it is judged if the amount of deposited particulate matter QPM is smaller than the lower limit value LQPM.
• the routine returns to step 102.
• QPM ⁇ LQPM the processing cycle is ended. Therefore, the temperature elevation control is ended.
• step 101 when PD ⁇ UPD, the processing cycle is ended. In this case, temperature elevation control is not performed.
• FIG. 7 shows a routine for calculating the amount of deposited particulate matter QPM.
• FIG. 7 at step 111, the amount of increase qPMi is calculated from the map of FIG. 5A.
• the amount of decrease qPMd is calculated from the map of FIG. 5B.
• the PM removal control is comprised of NOx amount increasing control for
• the PM removal control is comprised of ozone supply, control which supplies ozone to the particulate filter 24 from an ozone supplier which is connected with the exhaust passage upstream of the particulate filter 24, to remove the particulate matter by oxidation by ozone.
• exhaust gas also contains ash. This ash is also trapped at the particulate filter 24 together with the particulate matter.
• this ash is mainly formed from calcium salts such as calcium sulfate CaS0 4 and calcium zinc phosphate Caig n 2 ( P0 4 ) i 4 was confirmed by the inventors.
• the calcium Ca, zinc Zn, phosphorus P, etc. are derived from the engine
• the sulfur S is derived from the fuel. That is, if explaining calcium sulfate CaS0 4 as an example, the engine lubrication oil flows into the combustion chamber 2 and burns. The calcium Ca in the lubrication oil bonds with the sulfur S in the fuel whereby calcium sulfate CaS0 is formed.
• the pressure difference PD is increased from the value PDl, while the amount of deposited particulate matter QPM increases from the lower limit value LQPM along the curve CT2.
• PM removal control is started.
• the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases- from the value QPM2 along the curve CR2.
• the PM removal control is ended. In this way, the increase and decrease of the pressure difference PD and the amount of deposited particulate matter QPM are alternately repeated .
• FIG. 8A shows a first increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
• FIG. 8B shows a first decreasing action of the pressure
• FIG. 8C shows a second increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
• FIG. 8D shows a second decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM.
• the amount of deposited particulate matter QPM decreases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is stopped, that is, when the PM removal control is started (QPM1>QPM2) , while the
• pressure difference PD increases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is started
• the ash which is deposited on the particulate filter 24 can be considered to be formed from one or both of the ash A which deposits in a dispersed manner on the inner
• a movement promoting control is performed which promotes movement of the ash A which is deposited on the inner circumferences 71is of the exhaust gas inflow passages 71i to the rear parts 71ir of the exhaust gas inflow passages 71i.
• the amount of ash which deposits on the inner circumferences 71is of the exhaust gas inflow passages 71i can be decreased and the effect of the ash on the pressure difference PD can be kept small. Therefore, the timing of execution of the PM removal control can be maintained at the optimum timing .
• the movement promoting control is performed by supplying liquid to the particulate filter 24.
• This liquid is comprised of condensed water which is stored in the condensed water storage part 14e.
• the solid line shows the case where the movement promoting control is performed
• the broken line shows the case where the movement promoting control is not performed.
• the ignition switch 44 is turned on
• the starter switch 45 is turned on, and therefore engine startup is started.
• the engine speed Ne rises.
• the engine speed Ne exceeds a predetermined set value NeC (for example 900 rpm) and complete explosion occurs.
• normal idling control is performed.
• the engine speed Ne is maintained at the cold idling speed NeIC (for example, at the highest, 1000 rpm) . Further, the EGR control valve 13 is closed, and therefore the feed of EGR gas is prohibited.
• the engine speed Ne is maintained at the warm idling speed NelW (for example 700 to 800 rpm) . Further, the feed of EGR gas is allowed. That is, the opening degree DEGR of the EGR control valve 13 is controlled in accordance with the engine operating state. Note that, in the example which is shown in FIG.
• the engine speed Ne is maintained at a predetermined movement promoting idling speed NelT (for example, 1500 rpm) .
• This movement promoting idling speed NelT is set higher than the normal idling speeds NeIC and NelW.
• the opening degree DEGR of the EGR control valve 13 is increased. In the example which is shown in FIG. 10, the opening degree DEGR is made 100%, that is, the EGR control valve 13 is made full open.
• This condensed water successively flows together with the EGR gas through the intake manifold 4, combustion chambers 2, exhaust manifold 5, and exhaust pipe 21 and is fed to the inside of the particulate filter 24.
• the ash on the inner circumference 71is of the exhaust gas inflow passage 71i is washed away by the condensed water and is moved to the rear part 71ir.
• the ash is wet by the condensed water whereby the ash layer which is formed on the inner circumference 71is of the exhaust gas inflow passage 71i is destroyed and the ash easily separates from the inner circumference 71is.
• the ash which separated from the inner circumference 71is is easily moved by the exhaust gas to the rear part 71ir during the subsequent engine operation.
• the amount of as which is deposited on the inner circumferences 71is of the exhaust gas inflow passages 71i becomes greater than a predetermined upper limit amount
• the amount of increase in the fuel consumption rate over the new fuel consumption rate is about 13%.
• the amount of increase in the fuel consumption rate over the new fuel consumption rate after the movement promoting control is performed is about 3%. In this way, by the movement promoting control, it is possible to reliably suppress the increase in the fuel consumption rate.
• the difference Ci of the intercepts represents the amount of particulate matter which has deposited on the particulate filter 24 at the time of the i-th
• the amount of particulate matter which is removed from the particulate filter 24 at the time of the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM represents the amount of particulate matter which is removed from the particulate filter 24 at the time of the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM.
• FIG. 11A shows the case where the difference Ci or the ratio R is large
• FIG. 11B shows the case where the difference Ci or the ratio R is small.
• FIG. 12 shows a routine for executing the engine start control in the embodiment which is shown in FIG. 1.
• This routine is executed just once when the ignition switch 44 is turned on.
• Ne ⁇ NeC the routine returns to step 122.
• Ne>NeC that is, when complete, explosion occurs
• next the routine proceeds to step 123 where it is judged if the ratio R is smaller than the lower limit value RL.
• R ⁇ RL next the routine
• step 124 it is judged if the engine operation is cold operation.
• step 125 the movement promoting control routine is executed.
• FIG. 13 shows a routine for executing movement promoting control in the embodiment which is shown in FIG. 1.
• This routine is for example executed at step 125 of FIG. 12.
• the target speed TNe is set to the movement promoting idling speed NelT.
• the engine speed is controlled so that the actual engine speed becomes the target speed TNe.
• the EGR control valve 13 is opened.
• FIG. 14 shows the routine for executing the normal idling control. Referring to FIG. 14, step 141, it is judged if the amount of depression L of the
• accelerator pedal 39 is zero, that is, if the engine operation is in idling operation.
• L>0 that is, when the engine operation is not idling operation
• step 142 it is judged if the flag X has been set.
• the processing cycle is ended.
• the routine proceeds to step 143. Therefore, from when engine startup is started to when the flag X is set at step 126 of the routine of FIG. 12, the routine does not proceed to step 143.
• step 143 it is judged if the engine operation is cold operation.
• the routine proceeds to step 144 where the target speed TNe is set to the cold idling speed NelC.
• step 146 the EGR control valve 13 is closed.
• the routine proceeds to step 146 where the target speed TNe is set to the warm idling speed NelW.
• step 147 the feed of EGR gas is allowed.
• FIG. 15 shows the routine for calculation of the ratio R.
• the pressure difference PD is read.
• the amount of particulate matter QPM is read.
• the processing cycle is ended.
• the routine proceeds to step 155 where the asymptote ASTi of the curve CTi for the i-th increasing action is determined.
• the routine proceeds from step 153 to step 156 where the asymptote ASRi of the curve CRi for the i-th decreasing action is determined.
• the difference Ci of the intercepts is calculated.
• Di the pressure difference
• Di/Dl the amount of decrease Di or ratio Di/Dl becomes smaller as the amount of ash which is deposited on the inner circumferences 71is of the exhaust gas inflow passages 71i becomes greater.
• circumferences 71is of the exhaust gas inflow passages 71i is greater than the predetermined upper limit amount, while when the difference Ci or the amount of decrease Di is greater than the lower limit value, it is judged that the amount of ash which is deposited on the inner
• circumference 71is is smaller than the upper limit amount .
• FIG. 17A to FIG. 17C show another embodiment of a condensed water storage part 14e.
• the bypass passage 14c of the cooling device 14 is bent downward.
• the condensed water storage part 14e is configured by the bent part of the bypass passage 14c.
• the condensed water storage part 14e is configured by a recessed part which is formed at the bottom surface of the intake manifold 4.
• the condensed water storage part 14e is configured by a recessed part which is formed at the bottom surface of the exhaust manifold 5. Note that, in the embodiment which is shown in FIG. 17B and FIG. 17C, the EGR control valve 13 is closed at the time of movement promoting control. In still another embodiment, a condensed water storage part 14e is configured by a recessed part which is formed in the bottom surface of the housing of the exhaust
• turbocharger 7 or a recessed part which is formed in the bottom surface of the exhaust pipe 21.
• FIG. 18 shows another embodiment according to the present invention. Referring to FIG. 18, the
• particulate filter 24 carries a NOx reducing catalyst
• This NOx reducing catalyst 24a has the function of reducing the NOx in the exhaust gas by a reducing agent in an oxidizing atmosphere in which the reducing agent is contained.
• the NOx reducing catalyst 24a is for example comprised of a carrier which is formed from titania on which vanadium oxide is carried, that is, a vanadium- titania catalyst, or of a carrier which is formed from zeolite on which copper is carried, that is, a copper- zeolite catalyst.
• the NOx reducing catalyst is arranged downstream of the particulate filter
• a reducing agent addition valve 50 is arranged for secondarily adding a reducing agent in the exhaust gas.
• the reducing agent addition valve 50 is connected through a reducing agent feed pipe 51 to a reducing agent tank 52.
• a variable discharge pressure-type reducing agent pump 53 is arranged inside the reducing agent feed pipe 51.
• the reducing agent is comprised of a urea aqueous solution.
• the reducing agent tank 52 stores the urea aqueous solution.
• a reducing agent is added from the reducing. agent addition valve 50 for reducing the NOx.
• This reducing agent is next supplied to the NOx reducing catalyst 24a.
• NOx is reduced in the NOx reducing catalyst 24a.
• the reducing agent . is added from the reducing agent addition valve 50 with the NOx reduction addition pressure and the NOx reduction addition time.
• the liquid which is supplied in the movement promoting control is comprised of a reducing agent which is added from the reducing agent addition valve 50, that is, a urea aqueous solution. That is, as shown in FIG. 19, after engine startup at the time tcl, if complete
• the engine speed Ne is maintained at the movement promoting idling speed NelT.
• the amount of exhaust gas which runs through the particulate filter 24 is increased.
• the reducing agent is added from the reducing agent addition valve 50 with the movement promoting addition pressure in the form of a liquid. This liquid reducing agent is supplied by the exhaust gas to the particulate filter 24. As a result, movement of the ash on the inner
• the movement promoting addition pressure and the movement promoting addition time are set so that the reducing agent is not atomized much at all and is
• the reducing agent is added with a movement promoting addition pressure which is lower than the NOx reduction addition pressure or with a movement promoting addition time which is longer than the NOx reduction addition time. Note that, the movement
• the movement promoting addition pressure and the movement promoting addition time are set in accordance with the engine operating state.
• the movement promoting addition pressure becomes higher as the intake air amount becomes greater and becomes higher as the temperature of the exhaust gas which flows into the particulate filter 24 becomes higher.
• the movement promoting addition time becomes longer as the pressure inside the exhaust pipe 21 becomes higher and becomes longer the greater the amount of ash which is deposited on the inner circumferences 71is of the exhaust gas inflow passages 71i.
• FIG. 20 shows a routine for executing the movement promoting control which is shown in FIG. 19.
• This routine is for example executed at step 125 of FIG. 12.
• the target speed TNe is set at the movement promoting idling speed NelT.
• the movement promoting addition pressure is calculated.
• the next step 163 the next step 163
• the movement promoting addition time is calculated.
• the processing cycle is ended. That is, the movement promoting control is ended, and the routine proceeds to step 126 of FIG. 12.
• the liquid which is supplied to the movement promoting control is comprised of fuel which is added from the fuel addition valve 27.
• the fuel which is added from the fuel addition valve 27 is used for reducing the NOx at the catalyst which is carried on the particulate filter 24. Alternatively, it is used for the above-mentioned
• liquid fuel is added from the fuel addition valve 27.
• the fuel is added with an
• addition pressure which is lower than the addition pressure for NOx reduction or temperature elevation control or an addition time which is longer than the addition time for NOx reduction or temperature elevation control.
• the fuel is added . in the form of a liquid to the particulate filter 24.
• FIG. 21 shows still another embodiment
• a liquid addition valve 55 is arranged in the EGR passage 12 to secondarily add liquid into the EGR gas.
• the liquid addition valve 55 is connected through a liquid feed pipe 56 to a liquid tank 57. Inside the liquid feed pipe 56, a variable discharge liquid pump 58 is arranged. In the example which is shown in FIG. 21, the liquid is
• the liquid is comprised of water.
• the water is stored in the liquid tank 57.
• the liquid is comprised of an aqueous solution or liquid fuel.
• the liquid which is supplied in the movement promoting control is comprised of the liquid which is added from the liquid addition valve 55, that is, water. That is, as shown in FIG. 22, if, after engine startup at the time tdl, complete explosion occurs at the time td2, the engine speed Ne is maintained at the movement promoting idling speed NelT. Further, the EGR control valve 13 is opened. At this time, water is added from the liquid addition valve 55 with the movement promoting addition pressure. This water is supplied by the exhaust gas to the particulate filter 24. As a result, movement of the ash on the inner circumferences 71is of the exhaust gas inflow passages 71i to the rear parts 71r is promoted. In this case, the movement promoting addition pressure and the movement promoting addition time are set so that the water is supplied in the form of a liquid to the
• FIG. 23 shows a routine for executing the movement promoting control which is shown in FIG. 22. This routine is for example executed at step 125 of FIG. 12. Referring to FIG.- 23, at step 171, the target speed TNe is set to the movement promoting idling speed NelT. At the next step 172, the EGR control valve 13 is opened.
• a liquid addition valve 55 is arranged at the intake duct 6.
• the liquid addition valve 55 is arranged at the exhaust manifold 5.
• the liquid addition valve 55 is arranged at the exhaust pipe 21. Note that, in the embodiments which are shown from FIG. 24A to FIG. 24C, the EGR control valve 13 is closed at the time of movement promoting control.
• FIG. 25 shows still another embodiment
• an exhaust control valve 60 which can open and close the exhaust pipe 23 is arranged in the exhaust pipe 23 downstream of the particulate filter 24.
• the exhaust control valve 60 is normally set full open.
• the movement promoting control is comprised of generation of pressure pulsation in the particulate filter 24. That is, as shown in FIG. 26, if, after engine startup at the time tel, complete explosion occurs at the time te2, the engine speed Ne is maintained at the movement promoting idling speed NelT. At this time, the exhaust control valve 60 is alternately repeatedly opened and closed. As a result, pulsation occurs in the pressure in the
• FIG. 27 shows the routine for executing the movement promoting control which is shown in FIG. 26.
• This routine is for example executed at step 125 of FIG. 12.
• the target speed TNe is set to the movement promoting idling speed NelT.
• the exhaust control valve 60 is opened and closed repeatedly.
• FIG. 28 shows still another embodiment
• the catalytic converter 22 has a vibrator 61 attached to it. .
• the movement promoting control is comprised of the generation of vibration at the particulate filter 24. That is, as shown in FIG. 29, after engine startup at the time tfl, if complete explosion occurs at the time tf2, the engine speed Ne is maintained at the movement
• the vibrator 61 is actuated. As a result, the particulate filter 24 is given vibration. Due to this vibration, the ash layer which is formed at the inner circumferences 71is of the exhaust gas inflow passages 71i is destroyed and the ash is easily separated from the inner circumferences 71is. The ash which is separated from the inner circumferences 71is is easily moved by the exhaust gas to the rear parts 71ir during the subsequent engine operation.
• the vibrator 61 is stopped. That is, the movement promoting control is stopped.
• FIG. 30 shows the routine for executing the movement promoting control which is shown in FIG. 29.
• This routine is for example executed at step 126 of FIG. 12.
• the target speed TNe is set to the movement promoting idling speed NelT.
• the vibrator 61 is actuated.
• FIG. 31 shows still another embodiment of the present invention.
• the movement promoting control of the embodiment which is shown in FIG. 31 first,
• the temperature elevation control for movement promotion is performed where the temperature TF of the particulate filter 24 rises to the movement promoting temperature TFT which is higher than the PM removal control.
• exhaust gas amount increasing control is performed to temporarily make the amount of exhaust gas which runs through the particulate filter 24 increase.
• the ash shrinks due to the heating, the ash layer which is formed on the inner circumferences 71is of the exhaust gas inflow passages 71i is destroyed, and the ash easily peels off from the inner circumferences 71is.
• the ash which peeled off from the inner circumferences 71is is easily and reliably moved by the increased exhaust gas to the rear parts 71ir.
• the movement promoting temperature TFT is for example from 630°C to 1100°C or so.
• particulate matter QPM becomes smaller than the lower limit value LQPM and the PM removal control is ended.
• movement promoting control is started. Specifically, first, temperature elevation control for movement promotion is started. That is, the temperature TF of the particulate filter 24 is raised from the PM removal temperature TFPM to the movement promoting temperature TFT and held there. If doing this, the energy which is required for the
• temperature elevation control for movement promotion can be decreased.
• a predetermined set time tGl elapses, the temperature elevation control for movement promotion is ended.
• exhaust gas amount increasing control is started. As a result, the amount of exhaust gas QEX which flows through the particulate filter 24 is increased.
• a predetermined set time tG2 has elapsed, the exhaust gas amount increasing control is ended. Therefore, the movement promoting control is ended.
• fuel is added from the fuel addition valve 27. This fuel is burned in the exhaust passage or particulate filter 24.
• fuel is injected from a fuel injector 3 in the compression stroke or the exhaust stroke and this fuel is burned in the combustion chamber 2, exhaust passage, or particulate filter 24.
• exhaust gas amount increasing control the engine speed or the throttle opening degree is increased.
• FIG. 32 shows a routine for executing the exhaust purification control which is shown in FIG. 31.
• the PM removal control routine which is shown in FIG. 6 is executed.
• R ⁇ RL next the routine
• step 203 the movement promoting control routine is executed.
• the processing cycle is ended. Therefore, in this case, the movement promoting control routine is not executed.
• FIG. 33 shows a routine for executing the .
• This routine is for example executed at step 203 of FIG. 32.
• the target value TTF of the temperature TF of the particulate filter 24 is set to the movement promoting temperature TFT.
• the routine proceeds to step 211.
• the routine proceeds to step 213 where exhaust gas amount increasing control is performed.
• the routine returns to step 213.
• the processing cycle is ended. That is, exhaust gas amount increasing control ends, therefore the
• the exhaust gas amount increasing control is omitted.
• the ash which is peeled off from the inner circumferences 71is by the temperature elevation control for movement promotion is easily moved to the rear parts 71ir by the exhaust gas during the subsequent engine operation.
• FIG. 34 shows another embodiment of the
• the movement promoting control in the embodiment which is shown in FIG. 24C.
• the movement promoting control is comprised of movement promoting control during stop which is performed when the engine is stopped and movement promoting control during start which is performed when the engine is subsequently started.
• the set time tHl is set to the time necessary for lowering the temperature TF of the particulate filter 24 so that the liquid which is added from the liquid addition valve 55 does not vaporize at the particulate filter 24.
• the addition of liquid is stopped. That is, movement promoting control during stop is stopped.
• the ignition switch 44 is turned on and the engine is started.
• the engine speed Ne is maintained at the movement promoting idling speed NelT.
• the amount of exhaust gas which runs through the particulate filter 24 is increased.
• step 224 the movement promoting control routine during stop is executed.
• step 226 the powering of the electronic control unit 30 is stopped.
• step 223 the routine proceeds from step 223 to step
• FIG. 36 shows a routine for executing the engine start control which is shown in FIG. 34. This routine is executed one time when the ignition switch 44 is turned on. Referring to FIG. 36, at step 231, the flag X which was explained referring to FIG. 12 is reset
• step 232 it is judged if the engine speed Ne is higher than a set speed NeC.
• Ne the routine returns to step 232.
• Ne>NeC that is, when complete explosion occurs
• step 233 it is judged if the flag XX explained with reference to FIG. 35 is set.
• step 234 the movement promoting control routine during start is executed.
• the routine proceeds to step 235. Therefore, in this case, movement promoting control during start is not performed.
• FIG. 37 shows the routine for executing the movement promoting control during stop which is shown in FIG. 34.
• This routine is for example executed at step 224 of FIG. 35.
• step 241 it is judged if the set time tHl has elapsed from when the ignition switch 44 was turned off. When the set time tHl has not elapsed, the routine returns to step 241. When the set time tHl has elapsed, next the routine proceeds to step 242 where the movement promoting addition
• the movement promoting addition time is calculated.
• the liquid is added -from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
• the processing cycle is ended. That is, the movement promoting control during stop is ended and the routine proceeds to step 225 of FIG. 35.
• FIG. 38 shows a routine for execution of movement promoting control during start which is shown in FIG. 34.
• This routine is for example executed at step 234 of FIG. 36.
• the target speed TNe is set to the movement promoting idling speed NelT.
• it is judged if the set time tH3 has elapsed. If the set time tH3 has not elapsed, the routine returns to step 251. When the set time tH3 has elapsed, the processing cycle is ended. That is, the movement promoting control during start is stopped and the routine proceeds to step 235 of FIG. 36.
• FIG. 39 shows still another embodiment
• FIG. 39 differs from the embodiment which is shown in FIG. 34 in the point that the catalytic
• converter 24 has a cooler 62 attached to it and the liquid which is added to the particulate filter 24 is solidified by the cooler 62.
• the cooler 62 is actuated and the liquid which is added to the particulate filter 24 solidifies. As a result, the liquid expands, so the ash layer which is formed on the inner circumferences 71is of the exhaust gas inflow passages 71i is further destroyed. Therefore, the ash is further easily peeled off from the inner circumferences 71is.
• the time tj5 if a
• the cooler 62 is stopped. That is, the movement promoting control during stop is stopped.
• the set time tJ4 is set to the time which is required for the liquid which was added to the particulate filter 24 to sufficiently solidify.
• passages 71i is easily moved to the rear parts 71ir.
• the normal idling control is started. That is, the movement promoting control during start is stopped .
• FIG. 41 shows the routine for execution of the movement promoting control during stop which is shown in FIG. 39.
• This routine is for example executed at step 224 of FIG. 35.
• step 261 it is judged if the set time tJl has elapsed from when the ignition switch 44 was turned off. When the set time tJl has not elapsed, the routine returns to step 261. When the set time tJl has elapsed, next the routine proceeds to step 262, where the movement promoting addition pressure is calculated. At the next step 263, the
• step 264 the liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
• the routine returns to step 265.
• step 266 the cooler 62 is actuated.
• step 267 it is judged if the set time tJ4 has elapsed from when the cooler 63 was actuated.
• the routine returns to step 266.
• step tJ4 next the processing cycle is ended. That is, the movement promoting control during stop is ended, and the routine proceeds to step 225 of FIG. 35.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Chemical Kinetics & Catalysis (AREA)
• Health & Medical Sciences (AREA)
• Toxicology (AREA)
• Processes For Solid Components From Exhaust (AREA)
• Filtering Of Dispersed Particles In Gases (AREA)
• Exhaust Gas Treatment By Means Of Catalyst (AREA)
• Exhaust Gas After Treatment (AREA)

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• 2012
  • 2012-09-05 JP JP2012195420A patent/JP5798533B2/ja not_active Expired - Fee Related
• 2013
  • 2013-09-05 CN CN201380031939.8A patent/CN104395570A/zh active Pending
  • 2013-09-05 US US14/408,410 patent/US20150204224A1/en not_active Abandoned
  • 2013-09-05 EP EP13773416.6A patent/EP2850293A1/en not_active Withdrawn
  • 2013-09-05 IN IN10689DEN2014 patent/IN2014DN10689A/en unknown
  • 2013-09-05 RU RU2014151055A patent/RU2014151055A/ru not_active Application Discontinuation
  • 2013-09-05 BR BR112014031552A patent/BR112014031552A2/pt not_active IP Right Cessation
  • 2013-09-05 WO PCT/JP2013/074606 patent/WO2014038724A1/en active Application Filing

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