JP2007255304A - Exhaust emission control device - Google Patents

Exhaust emission control device Download PDF

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Publication number
JP2007255304A
JP2007255304A JP2006080739A JP2006080739A JP2007255304A JP 2007255304 A JP2007255304 A JP 2007255304A JP 2006080739 A JP2006080739 A JP 2006080739A JP 2006080739 A JP2006080739 A JP 2006080739A JP 2007255304 A JP2007255304 A JP 2007255304A
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Japan
Prior art keywords
temperature
catalyst
exhaust
raising
activation
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JP2006080739A
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Japanese (ja)
Inventor
Nobuhiro Kondo
Minehiro Murata
Yoshihisa Takeda
峰啓 村田
好央 武田
暢宏 近藤
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Mitsubishi Fuso Truck & Bus Corp
三菱ふそうトラック・バス株式会社
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Priority to JP2006080739A priority Critical patent/JP2007255304A/en
Publication of JP2007255304A publication Critical patent/JP2007255304A/en
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Abstract

An exhaust emission control device is provided that can maintain the temperature of an exhaust emission control catalyst well above an activation temperature while saving energy and preventing deterioration of fuel consumption.
When the temperature of the catalyst is less than a predetermined activity lower limit temperature, the temperature of the catalyst is raised by a first temperature raising means for increasing the temperature of the catalyst largely and rapidly (S12), and the temperature exceeds a predetermined activity lower limit temperature. When it is within the range, the temperature of the catalyst is raised by the second temperature raising means that gradually increases smaller than the first temperature raising means (S16).
[Selection] Figure 2

Description

  The present invention relates to an exhaust purification device, and more particularly to a technique for raising the temperature of an exhaust purification catalyst to an activation temperature or higher.

An exhaust purification catalyst is generally interposed in the exhaust passage of the internal combustion engine (engine), and harmful substances (CO, HC, NOx, etc.) in the exhaust are oxidized or reduced by the exhaust purification catalyst and removed.
By the way, the exhaust purification catalyst has a characteristic that the catalyst temperature functions well in a predetermined temperature range equal to or higher than the activation temperature (light-off temperature), and the harmful substances cannot be sufficiently purified below the activation temperature, It is necessary to maintain the catalyst temperature above the activation temperature.

In particular, various NOx catalysts such as a storage NOx catalyst capable of purifying NOx and a selective reduction type NOx catalyst have recently been developed and put into practical use. However, when the engine is an engine that easily discharges NOx, such as a diesel engine. In this case, it is required to reliably prevent NOx from diffusing into the atmosphere, and it is extremely important to maintain the temperature of these NOx catalysts above the activation temperature.
However, when the low load operation state continues for a long time, such as when the engine is in an idle operation state for a long period of time, the temperature of the exhaust purification catalyst tends to decrease because the exhaust temperature is low. There is a problem that it is difficult to maintain the temperature above the activation temperature.

Thus, for example, during idle operation, a technique for forcibly raising the exhaust gas temperature to maintain the exhaust purification catalyst at a temperature equal to or higher than the activation temperature has been developed (see Patent Document 1).
JP 2004-132224 A

By the way, in the technique disclosed in the above-mentioned patent document, the exhaust temperature is increased by closing the exhaust brake (butterfly valve) provided in the exhaust passage or increasing the fuel supply amount, thereby raising the temperature of the catalyst. I have to. As a result, the exhaust purification catalyst can be quickly raised to a high temperature range.
However, when the exhaust brake is operated to be closed, there is a problem in that the engine output is reduced, and when the fuel supply amount is increased, the fuel consumption is increased and the fuel consumption is deteriorated.

In this regard, in the technology disclosed in the above-mentioned patent document, the exhaust gas temperature raising operation is intermittently performed. However, as long as the exhaust brake is closed or the fuel consumption is increased, the fuel consumption is deteriorated. It is difficult to improve.
On the other hand, when the intake throttle valve provided in the intake passage is closed, the exhaust gas temperature can be raised with low energy without substantially reducing the engine output and increasing the fuel consumption and without significantly deteriorating the fuel consumption. In order to avoid the above problem, it is conceivable to close the intake throttle valve.

However, in the method of closing the intake throttle valve, the temperature in the cylinder is not so high because the in-cylinder pressure is lowered, so that the temperature rises gradually. As the exhaust brake is closed and the fuel supply amount is increased, the exhaust purification catalyst is increased. Has a disadvantage that it cannot be rapidly raised to a high temperature range.
The present invention has been made in order to solve such problems. The object of the present invention is to maintain the temperature of the exhaust purification catalyst at a temperature higher than the activation temperature while saving energy and preventing deterioration of fuel consumption. An object is to provide an exhaust emission control device.

  In order to achieve the above object, an exhaust emission control device according to claim 1 is provided in an exhaust passage of an internal combustion engine, a catalyst for purifying exhaust gas, a catalyst temperature detecting means for detecting the temperature of the catalyst, and a temperature of the catalyst. Detected by the first temperature raising means for rapidly increasing the temperature of the catalyst, the second temperature raising means for gradually raising the temperature of the catalyst smaller than the first temperature raising means, and the catalyst temperature detecting means. The temperature of the catalyst is raised by the first temperature raising means when the temperature of the catalyst is less than a predetermined activity lower limit temperature, and the second temperature raising means when the temperature is equal to or higher than the predetermined activity lower limit temperature. And a temperature raising control means for raising the temperature of the catalyst.

According to a second aspect of the present invention, there is provided an exhaust purification apparatus according to the first aspect, wherein the first temperature raising means has a higher temperature rise temperature and a higher temperature raising rate than the second temperature raising means.
According to a third aspect of the present invention, there is provided an exhaust purification apparatus according to the first or second aspect, wherein the exhaust passage of the internal combustion engine has an exhaust throttle valve for adjusting an exhaust flow rate, and the first lift is increased when the internal combustion engine is in an idle operation state. The temperature means is at least one of an exhaust throttle operation of the exhaust throttle valve and an increase operation of an idle rotation speed of the internal combustion engine.

  According to a fourth aspect of the present invention, there is provided an exhaust purification apparatus according to any one of the first to third aspects, wherein the intake passage of the internal combustion engine has an intake throttle valve that adjusts an intake flow rate, and the second temperature raising means includes the intake throttle It is characterized by an intake throttle operation of the valve.

  According to the exhaust emission control device of claim 1, when the temperature of the catalyst is lower than the predetermined activation lower limit temperature, the temperature increase control unit increases the temperature of the catalyst largely and promptly by the first temperature increase unit, and the predetermined activation lower limit. When the temperature is within the predetermined temperature range above the temperature, the temperature of the catalyst is gradually increased by the second temperature raising means. Therefore, when the temperature of the catalyst is lower than the predetermined activation lower limit temperature, the catalyst temperature is rapidly increased to the activation temperature. When the temperature of the catalyst is within the predetermined temperature range above the predetermined activation lower limit temperature, the temperature of the catalyst can be maintained at the activation temperature at a low energy with a moderate increase in temperature.

As a result, it is possible to maintain the temperature of the exhaust purification catalyst at a temperature equal to or higher than the activation temperature while achieving energy saving as a whole.
According to the exhaust emission control device of claim 2, when the temperature of the catalyst is lower than a predetermined activation lower limit temperature, the temperature of the catalyst is reliably raised to the activation temperature rapidly at a high temperature rise temperature and a large temperature rise rate. When the temperature of the catalyst is within the predetermined temperature range above the predetermined lower limit temperature of the catalyst, the temperature of the catalyst is better than the active temperature at low energy by increasing the temperature at a relatively low temperature increase rate and a relatively small temperature increase rate. Can be maintained.

  According to the exhaust emission control device of claim 3, when the internal combustion engine is in an idling operation state, when the temperature of the catalyst is lower than the predetermined activation lower limit temperature, the temperature of the catalyst is controlled by the exhaust throttle operation of the exhaust throttle valve and the idle rotation of the internal combustion engine. By performing at least one of the speed increasing operations, the temperature can be surely rapidly increased to the activation temperature, and when the temperature of the catalyst is within the predetermined temperature range above the predetermined lower limit activation temperature, the temperature of the catalyst is gradually increased. It can be maintained well above the activation temperature at low temperature and low energy.

  According to the exhaust emission control device of claim 4, when the temperature of the catalyst is lower than the predetermined activation lower limit temperature, the temperature of the catalyst can be surely rapidly increased to the activation temperature, and the catalyst temperature is increased to the predetermined activation lower limit temperature. As described above, when the temperature is within the predetermined temperature range, by performing the intake throttle operation of the intake throttle valve, the temperature of the catalyst can be maintained well above the activation temperature with a moderate increase in temperature and low energy with little deterioration of fuel consumption.

  In particular, when the first temperature raising means is an exhaust throttle operation of the exhaust throttle valve or an operation of increasing the idle rotation speed of the internal combustion engine, the fuel efficiency is deteriorated, but the temperature of the catalyst is only maintained at the activation temperature or higher. Therefore, there is no need for such an exhaust throttle operation of the exhaust throttle valve or an operation for increasing the idle rotation speed of the internal combustion engine as the second temperature raising means, and the intake of the intake throttle valve with a small deterioration in fuel consumption as the second temperature raising means. By performing the squeezing operation, the temperature of the catalyst can be maintained well above the activation temperature with little deterioration in fuel consumption.

  As a result, it is possible to maintain the temperature of the exhaust purification catalyst well above the activation temperature while achieving energy saving as a whole and preventing deterioration of fuel consumption.

Hereinafter, an embodiment of an exhaust emission control device according to the present invention will be described with reference to the drawings.
FIG. 1 is a system configuration diagram of an entire internal combustion engine including an exhaust purification apparatus according to the present invention. In FIG. 1, reference numeral 1 indicates a common rail diesel engine, for example, and reference numeral 10 forms a main part of the engine control apparatus. An electronic control unit (hereinafter referred to as ECU) is shown.
Although not shown in detail, a common rail diesel engine (hereinafter simply referred to as an engine) 1 includes a needle valve and a fuel injector having a fuel chamber and a control chamber provided on the distal end side and the proximal end side of the needle valve. Provided for each cylinder, the fuel chamber and the control chamber are connected to a pressure accumulating chamber via a fuel passage, and the control chamber is connected to a fuel tank via a fuel return passage. Under the control of the ECU 10, when the solenoid valve provided in the fuel injector is opened, the high-pressure fuel supplied from the pressure accumulating chamber is injected into the combustion chamber of the engine 1 through the fuel injector, and when the solenoid valve is closed, the fuel injection is finished. Thus, the fuel injection start / end timing (fuel injection amount) is adjusted by controlling the opening / closing timing of the solenoid valve.

  The engine 1 has an intake pipe (intake passage) 12 connected to an intake manifold 11 and an exhaust pipe (exhaust passage) 14 connected to an exhaust manifold 13. In the middle of the intake pipe 12, a compressor 21, an intercooler 31, and an intake throttle valve (intake throttle valve) 32 of the supercharger 20 are arranged. The opening degree of the intake throttle valve 32 is variably adjusted by the ECU 10. On the other hand, in the middle of the exhaust pipe 14, a turbine 22 of the supercharger 20, an exhaust brake (exhaust throttle valve) 15, a light oil addition injector 50, an aftertreatment device 40, and a muffler (not shown) are provided.

  In FIG. 1, reference numeral 36 denotes an EGR passage extending from the exhaust manifold 13 to the intake pipe 12, and a part of the exhaust gas is supplied to the engine 1 as EGR gas through the EGR passage 36. In the middle of the EGR passage 36, an EGR cooler 37 that cools the EGR gas to increase the gas filling density of the engine 1 and an EGR valve 38 for supplying and shutting off the supply of the EGR gas to the engine 1 are provided. . The EGR valve 38 is controlled to be opened or closed or adjusted by the ECU 10.

  The post-processing device 40 includes a diesel particulate filter (DPF) 41 that collects particulate matter (PM) and burns and removes it, and NOx in exhaust gas in an oxidizing atmosphere (lean air-fuel ratio) that is positioned in front of the DPF 41. NOx occlusion catalyst (occlusion type NOx catalyst) 42 that occludes NOx occluded in a reducing atmosphere (rich air / fuel ratio) and reduces and removes (NOx purge), and excess HC and CO located after the DPF 41 And a rear-stage catalyst 43 for oxidizing and removing the catalyst. A light oil addition injector 50 is provided in the front stage of the aftertreatment device 40.

  The light oil addition injector 50 generates a reducing atmosphere with respect to the NOx storage catalyst 42 during the NOx purge of the NOx storage catalyst 42 and serves as a NOx reducing agent, or during the forced regeneration of the DPF 41 that burns and removes the PM collected in the DPF 41. Light oil (HC) is injected into the exhaust gas so as to raise the temperature of the DPF 41 by raising the temperature of the NOx storage catalyst 42, and is driven and controlled by the ECU 10.

In FIG. 1, reference numeral 60 denotes a catalyst outlet exhaust temperature sensor (catalyst temperature detection means), and the catalyst outlet exhaust temperature sensor 60 has a temperature detection end inserted between the NOx storage catalyst 42 and the DPF 41, The exhaust temperature (catalyst temperature, particularly the temperature of the NOx storage catalyst 42) on the outlet side of the NOx storage catalyst 42 can be detected.
Further, various sensors such as a load sensor 61 and a crank angle sensor 62 are connected to the ECU 10. The load sensor 61 detects the amount of depression of an accelerator pedal (not shown), that is, the accelerator opening, as an engine load, and the crank angle sensor 62 detects the crank angle to detect the rotation of the crankshaft (not shown) of the engine 1 in the engine. This is detected as the rotational speed Ne.

Thus, the ECU 10 determines the operating region of the engine 1 based on the engine load detected by the load sensor 61 and the engine rotational speed Ne detected by the crank angle sensor 62, and the engine 1 of the engine 1 is determined according to the engine operating region. The fuel injection timing and the fuel injection amount can be controlled by turning on and off the solenoid valve of each fuel injector.
Hereinafter, the operation and effect of the exhaust emission control device according to the present invention configured as described above will be described.

Referring to FIG. 2, a control routine of the catalyst temperature increase maintenance control in the exhaust purification apparatus according to the present invention is shown in a flowchart, and will be described below based on the flowchart.
In step S10, based on the temperature information from the catalyst outlet exhaust temperature sensor 60, it is determined whether or not the catalyst temperature is lower than the activation lower limit temperature Ta. If the determination result is true (Yes) and the catalyst temperature is lower than the activation lower limit temperature Ta, the process proceeds to step S12.

In step S12, temperature increase priority control is performed. That is, control is performed to raise the catalyst temperature to the activity lower limit temperature Ta (first temperature raising means).
Specifically, the exhaust brake 15 is operated to the valve closing side (exhaust throttle operation) to reduce the exhaust flow rate and increase the exhaust pressure to increase the engine load, and supply the fuel to the engine 1 by this load increase. The exhaust temperature is increased by increasing the amount, and the catalyst temperature is increased greatly and rapidly.

  Particularly when the engine 1 is in an idling state, the exhaust brake 15 may be operated to the valve closing side in this way, or the amount of fuel injected from the fuel injector is increased (operation for increasing the idling speed). You may make it raise a catalyst temperature largely rapidly by raising combustion temperature. Alternatively, the exhaust brake 15 may be operated to the valve closing side and idle up may be performed at the same time.

As a result, the catalyst temperature rapidly rises to the activity lower limit temperature Ta.
On the other hand, if the determination result in step S10 is false (No) and the catalyst temperature is equal to or higher than the activation lower limit temperature Ta, the process proceeds to step S14.
In step S14, it is determined whether or not the catalyst temperature is equal to or higher than the activation lower limit temperature Ta and within a predetermined temperature range. That is, it is determined whether or not the catalyst temperature exceeds the activation lower limit temperature Ta and is within a predetermined temperature range near the activation lower limit temperature Ta. If the determination result is true (Yes) and the catalyst temperature is not lower than the activation lower limit temperature Ta and is within the predetermined temperature range, the process proceeds to step S16.

In step S16, temperature rise maintenance control is performed. That is, control is performed to maintain the catalyst temperature at the activation lower limit temperature Ta or higher (second temperature raising means).
Specifically, the intake throttle valve 32 is operated to the closed side (intake throttle operation) to reduce the intake flow rate, thereby increasing the combustion temperature by reducing the excess air ratio in the cylinder and reducing the exhaust flow rate as a whole to reduce NOx. The removal of heat from the storage catalyst 42 and the like is suppressed, and the catalyst temperature is increased slowly and small. That is, the temperature of the catalyst is prevented from decreasing rapidly by preventing the catalyst temperature from rapidly increasing.

Thereby, the catalyst temperature is satisfactorily maintained at the activation lower limit temperature Ta or higher.
On the other hand, if the determination result in step S14 is false (No) and the catalyst temperature is not within the predetermined temperature range, or if the predetermined temperature range is not reached, the process proceeds to step S18, and the temperature increase priority control as well as the temperature increase priority control is performed. Is stopped so that the catalyst temperature does not rise any further.
By the way, referring to FIG. 3, the time change of the exhaust temperature Tex is compared between when the exhaust brake 15 is operated to the valve closing side (solid line) and when the intake throttle valve 32 is operated to the valve closing side (broken line). Referring to FIG. 4, the relationship between the fuel consumption and the exhaust gas temperature increase ΔTex is shown when the exhaust brake 15 is operated to the closed side (solid line) and when the intake throttle valve 32 is operated to the closed side ( According to these figures, when the exhaust brake 15 is operated to the valve closing side (solid line), the intake throttle valve 32 is operated to the valve closing side. However, the temperature rise dTex / dt is a large value X1 and the rate of temperature rise is large, while the rate of temperature rise is large. On the other hand, when the intake throttle valve 32 is operated to the closed side (dashed line), the temperature rises. The temperature reached is relatively low and the temperature gradient dTex / d There value X2 (<X1) and smaller one heating rate is relatively small, it can be seen that much fuel does not deteriorate. Note that the operation (solid line) to the valve closing side of the exhaust brake 15 can be replaced with idle-up.

That is, when the exhaust brake 15 is operated to the valve closing side or when idling up is performed, the temperature rise is advantageous, while the fuel efficiency is poor and high energy is required, whereas the intake throttle valve 32 is closed. It can be seen that when the operation is performed, the temperature rise cannot be expected so much, but the fuel efficiency is not so bad, so that low energy is sufficient.
Looking at the catalyst temperature increase maintenance control of the exhaust purification apparatus according to the present invention, in the temperature increase priority control until the activation lower limit temperature Ta is reached as described above, the exhaust brake 15 is operated to the valve closing side or idle increase is performed. On the other hand, in the temperature rise maintenance control after the activation lower limit temperature Ta is reached, the intake throttle valve 32 is operated to the valve closing side and the catalyst temperature is gradually increased small. .

Therefore, in the temperature increase priority control, it is possible to increase the catalyst temperature rapidly with priority on the temperature increase, and in the temperature increase maintenance control, it is preferable to increase the catalyst temperature with low energy with little deterioration in fuel consumption. It is possible to maintain the activity lower than the lower limit temperature Ta.
Here, referring to FIG. 5, an example of a time change of the catalyst temperature Tcat when the catalyst temperature increase maintenance control is performed is shown in a time chart, and “rising” in the drawing indicates a period of temperature increase priority control, “We” represents the period of temperature increase maintenance control. By implementing the catalyst temperature increase maintenance control, as shown in the figure, the cold start period (during cold start) and idle operation are prolonged. When the catalyst temperature is lower than the activation lower limit temperature Ta as in the case where the temperature rise continues, the temperature increase priority control is performed and the catalyst temperature rises rapidly, and the temperature increase priority control is performed or a load operation is performed. (Acceleration operation, etc.) is performed, and when the catalyst temperature is within the predetermined temperature range from the activation lower limit temperature Ta, the temperature rise maintenance control is performed, the fuel temperature is not deteriorated, and the catalyst temperature is satisfactorily reduced with low energy. The temperature Ta is maintained.

As a result, according to the exhaust emission control device of the present invention, the temperature of the post-treatment device 40, particularly the NOx storage catalyst 42, is favorably maintained at the activation lower limit temperature Ta or higher while saving energy as a whole and preventing deterioration of fuel consumption. can do.
Therefore, CO, HC, NOx, etc. in the exhaust gas can always be well purified by the aftertreatment device 40.

Although the description of one embodiment of the exhaust emission control device according to the present invention is finished above, the embodiment of the present invention is not limited to the above.
For example, in the above embodiment, the case where the aftertreatment device 40 is configured by the DPF 41, the NOx storage catalyst 42, and the rear stage catalyst 43 has been described as an example. However, the combination of the catalyst and the like is not limited to this, and the storage type NOx catalyst Instead of the NOx storage catalyst 42, a selective reduction type NOx catalyst (Selective Catalytic Reduction NOx catalyst, SCR catalyst for short) may be used.

  Further, in the above-described embodiment, the operation to the valve closing side of the exhaust brake 15 and the idling up are performed in the temperature raising priority control, but the present invention is not limited to this as long as the catalyst temperature can be rapidly raised. . Further, in the temperature rise maintenance control, the operation to the valve closing side of the intake throttle valve 32 is performed. However, this is not limited to this if the catalyst temperature can be maintained at the activation lower limit temperature Ta with low energy and low energy consumption. Absent.

1 is a system configuration diagram of an entire internal combustion engine including an exhaust purification device according to the present invention. It is a flowchart which shows the control routine of the catalyst temperature rising maintenance control which concerns on this invention. It is a figure which compares and shows the time change of exhaust temperature Tex with the case where an exhaust brake is operated to the valve closing side (solid line), and the case where the intake throttle valve is operated to the valve closing side (broken line). It is a figure which compares and shows the relationship between a fuel consumption and exhaust temperature increase amount (DELTA) Tex when an exhaust brake is operated to the valve closing side (solid line), and the case where an intake throttle valve is operated to the valve closing side (broken line). It is a time chart which shows the time change of the catalyst temperature Tcat at the time of implementing the catalyst temperature rising maintenance control based on this invention.

Explanation of symbols

1 engine (diesel engine)
10 Electronic control unit (ECU)
15 Exhaust brake (exhaust throttle valve)
32 Intake throttle valve (Intake throttle valve)
40 Post-treatment device 42 NOx storage catalyst 60 Catalyst outlet exhaust temperature sensor (catalyst temperature detection means)

Claims (4)

  1. A catalyst provided in an exhaust passage of the internal combustion engine for purifying exhaust gas;
    Catalyst temperature detecting means for detecting the temperature of the catalyst;
    First temperature raising means for rapidly and rapidly raising the temperature of the catalyst;
    A second temperature raising means for gradually raising the temperature of the catalyst smaller than the first temperature raising means;
    When the temperature of the catalyst detected by the catalyst temperature detecting means is lower than a predetermined activity lower limit temperature, the temperature of the catalyst is increased by the first temperature raising means, and is within a predetermined temperature range above the predetermined activity lower limit temperature. A temperature raising control means for raising the temperature of the catalyst by the second temperature raising means;
    An exhaust emission control device comprising:
  2.   2. The exhaust emission control device according to claim 1, wherein the first temperature raising means has a higher temperature rise temperature and a higher temperature raising rate than the second temperature raising means.
  3. The exhaust passage of the internal combustion engine has an exhaust throttle valve for adjusting the exhaust flow rate,
    When the internal combustion engine is in an idle operation state, the first temperature raising means is at least one of an exhaust throttle operation of the exhaust throttle valve and an increase operation of an idle rotation speed of the internal combustion engine, The exhaust emission control device according to claim 1 or 2.
  4. The intake passage of the internal combustion engine has an intake throttle valve for adjusting the intake flow rate,
    The exhaust emission control device according to any one of claims 1 to 3, wherein the second temperature raising means is an intake throttle operation of the intake throttle valve.
JP2006080739A 2006-03-23 2006-03-23 Exhaust emission control device Pending JP2007255304A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011021497A1 (en) * 2009-08-20 2011-02-24 株式会社クボタ Exhaust-treatment device for a diesel engine
JP2012516967A (en) * 2009-02-06 2012-07-26 ダイムラー・アクチェンゲゼルシャフトDaimler AG Method of operating an internal combustion engine with an exhaust gas purifier having an SCR catalytic converter
WO2015072918A1 (en) * 2013-11-18 2015-05-21 Scania Cv Ab Method and system at cold start of a motor vehicle

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004225579A (en) * 2003-01-21 2004-08-12 Isuzu Motors Ltd Exhaust emission control system
JP2004353529A (en) * 2003-05-28 2004-12-16 Isuzu Motors Ltd Exhaust emission control system
JP2005163630A (en) * 2003-12-02 2005-06-23 Isuzu Motors Ltd Emission control device for diesel engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2004225579A (en) * 2003-01-21 2004-08-12 Isuzu Motors Ltd Exhaust emission control system
JP2004353529A (en) * 2003-05-28 2004-12-16 Isuzu Motors Ltd Exhaust emission control system
JP2005163630A (en) * 2003-12-02 2005-06-23 Isuzu Motors Ltd Emission control device for diesel engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012516967A (en) * 2009-02-06 2012-07-26 ダイムラー・アクチェンゲゼルシャフトDaimler AG Method of operating an internal combustion engine with an exhaust gas purifier having an SCR catalytic converter
US8498798B2 (en) 2009-02-06 2013-07-30 Daimler Ag Method for the operation of an internal combustion engine comprising an emission control system that includes an SCR catalyst
WO2011021497A1 (en) * 2009-08-20 2011-02-24 株式会社クボタ Exhaust-treatment device for a diesel engine
JP2011043091A (en) * 2009-08-20 2011-03-03 Kubota Corp Exhaust treatment device for diesel engine
US8522532B2 (en) 2009-08-20 2013-09-03 Kubota Corporation Exhaust treatment device for a diesel engine
WO2015072918A1 (en) * 2013-11-18 2015-05-21 Scania Cv Ab Method and system at cold start of a motor vehicle

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