JP2638340B2 - NOx reduction device - Google Patents
NOx reduction deviceInfo
- Publication number
- JP2638340B2 JP2638340B2 JP3161027A JP16102791A JP2638340B2 JP 2638340 B2 JP2638340 B2 JP 2638340B2 JP 3161027 A JP3161027 A JP 3161027A JP 16102791 A JP16102791 A JP 16102791A JP 2638340 B2 JP2638340 B2 JP 2638340B2
- Authority
- JP
- Japan
- Prior art keywords
- engine
- amount
- nox
- fuel
- intake system
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
- F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
- F02D41/1462—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Description
【０００１】[0001]
【産業上の利用分野】本発明は、自動車のＮＯｘ低減装
置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for reducing NOx in an automobile.
【０００２】[0002]
【従来の技術】ディーゼルエンジンの排気ガス中に含ま
れるＮＯｘを低減する装置としては、従来、排気ガス中
に還元剤（例、アンモニア）を供給して低減する装置が
知られている。例えば、特開昭64−83816 号公報には、
排気ガス中のＮＯｘの量をＮＯｘ分析計により検出し、
検出したＮＯｘ量に応じてアンモニアを排気ガス中に吹
き込むことが行われている。2. Description of the Related Art As a device for reducing NOx contained in exhaust gas of a diesel engine, a device for supplying a reducing agent (eg, ammonia) to exhaust gas to reduce the NOx is known. For example, JP-A-64-83816 discloses that
The amount of NOx in the exhaust gas is detected by a NOx analyzer,
Ammonia is blown into exhaust gas according to the detected NOx amount.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、前記し
た従来の技術では、取り扱いを厳しくしなければならな
い臭気ガスであるところの、アンモニアを必要とすると
いう問題点があった。本発明は、このような問題点を解
決することを課題とするものである。However, the prior art described above has a problem that ammonia is required, which is an odor gas that must be handled strictly. An object of the present invention is to solve such a problem.
【０００４】[0004]
【課題を解決するための手段】前記課題を解決するた
め、本発明のＮＯｘ低減装置では、エンジン筒内で燃料
を噴射するタイプのエンジンの吸気系に燃料を噴射する
よう設けられた吸気系インジェクターと、エンジンの排
気系に設けられたＮＯｘ低減用の触媒コンバータと、エ
ンジン回転数とコントロールレバー角を基にＮＯｘ量を
算出する手段と、エンジン負荷状態と算出したＮＯｘ量
とに応じて吸気系インジェクターからの燃料噴射量を制
御する手段とを具えることとした。In order to solve the above-mentioned problems, an NOx reduction apparatus according to the present invention provides an intake system injector for injecting fuel into an intake system of an engine that injects fuel in an engine cylinder. And the engine
NOx reduction catalytic converter provided in the air system, means for calculating NOx amount based on engine speed and control lever angle, engine load state and calculated NOx amount
It was that it comprises a means for controlling the fuel injection quantity from intake system injector according to and.
【０００５】[0005]
【作 用】ディーゼルエンジン等のエンジン筒内で燃
料を噴射するタイプのエンジンでは、発生されるＨＣの
量が、ＮＯｘ低減用触媒コンバータで必要とする量より
少ない。そこで、吸気系に燃料を噴射してやることによ
り、排気ガス内のＨＣの量を増加させる。その噴射量の
調節を、エンジン回転数やコントロールレバー角から算
出したＮＯｘ量に応じて行う。[Operation] In an engine of the type in which fuel is injected into an engine cylinder such as a diesel engine, the amount of generated HC is smaller than that required for a NOx reduction catalytic converter. Accordingly, the amount of HC in the exhaust gas is increased by injecting fuel into the intake system. The injection amount is adjusted according to the NOx amount calculated from the engine speed and the control lever angle.
【０００６】[0006]
【実施例】最近、ディーゼルエンジンのＮＯｘ低減に使
用する触媒として、ゼオライト系の触媒が知られてお
り、それを用いた非選択接触還元法が有望視されてい
る。この還元法は、ＣＯ，ＨＣ，Ｈ2 ，Ｃの存在下で還
元する方法であり、中でもＨＣ（ハイドロカーボン）が
重要な役割を果たしている。DESCRIPTION OF THE PREFERRED EMBODIMENTS Recently, a zeolite-based catalyst has been known as a catalyst used for reducing NOx in a diesel engine, and a non-selective catalytic reduction method using the same is expected to be promising. This reduction method is a method of reducing in the presence of CO, HC, H 2 , and C. Among them, HC (hydrocarbon) plays an important role.
【０００７】還元の際に必要とされるＨＣの量は、ＮＯ
ｘの量に対する比、つまりＨＣ／ＮＯｘの値が１以上と
なる量であるが、ディーゼルエンジンで自然に発生する
ＨＣの量のＮＯｘの量に対する比は、１以下である。従
って、ＨＣの量をなんらかの方法で補給してやる必要が
あるわけであるが、本発明ではそれを、吸気系へ燃料を
噴射することにより補給する。The amount of HC required for reduction is NO
Although the ratio to the amount of x, that is, the amount at which the value of HC / NOx is 1 or more, the ratio of the amount of HC naturally generated in the diesel engine to the amount of NOx is 1 or less. Therefore, it is necessary to replenish the amount of HC by some method, but in the present invention, it is replenished by injecting fuel into the intake system.
【０００８】以下、本発明の実施例を図面に基づいて詳
細に説明する。図１は、本発明の実施例にかかわるＮＯ
ｘ低減装置である。図１において、１はフィルター、２
は吸気系、３はエンジン、４は燃料噴射ポンプ、５は筒
内インジェクター、６は排気系、７は触媒コンバータ、
８は排気管出口部、９は燃料タンク、１０は燃料パイ
プ、１１はエンジン回転センサ、１２はコントロールレ
バーセンサ、１３はコントローラ、１４は吸気系インジ
ェクターである。Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a diagram showing a NO according to an embodiment of the present invention.
x reduction device. In FIG. 1, 1 is a filter, 2
Is an intake system, 3 is an engine, 4 is a fuel injection pump, 5 is an in-cylinder injector, 6 is an exhaust system, 7 is a catalytic converter,
Reference numeral 8 denotes an exhaust pipe outlet, 9 denotes a fuel tank, 10 denotes a fuel pipe, 11 denotes an engine rotation sensor, 12 denotes a control lever sensor, 13 denotes a controller, and 14 denotes an intake system injector.
【０００９】ここに吸気系２とは、吸気管と吸気マニホ
ールドを総称したものであり、排気系６とは、排気管と
排気マニホールドを総称したものである。本発明では、
吸気系２に、エンジン３に使うのと同じ燃料を噴射する
吸気系インジェクター１４を設ける。Here, the intake system 2 is a general term for an intake pipe and an intake manifold, and the exhaust system 6 is a general term for an exhaust pipe and an exhaust manifold. In the present invention,
The intake system 2 is provided with an intake system injector 14 that injects the same fuel as that used for the engine 3.
【００１０】吸気系インジェクター１４により吸気系２
に噴射された燃料は、吸気に薄く混ざった状態でエンジ
ン筒内に入って行くが、これは、筒内インジェクター５
から噴射された燃料とは異なり、その多くが未燃の状態
で排気系６に出て来る。これにより排気系６内には、吸
気系インジェクター１４で燃料を噴射しない通常のディ
ーゼルエンジンの場合に比べ、多くのＨＣが存在するこ
とになる。これが触媒コンバータ７へ供給され、還元に
役立てられる。The intake system 2 is operated by the intake system injector 14.
The fuel injected into the engine cylinder enters the engine cylinder in a state where it is slightly mixed with the intake air.
Unlike the fuel injected from the exhaust, most of the fuel comes out to the exhaust system 6 in an unburned state. As a result, more HC exists in the exhaust system 6 than in a normal diesel engine in which fuel is not injected by the intake system injector 14. This is supplied to the catalytic converter 7 and used for reduction.
【００１１】図２は、コントロールレバー角をパラメー
タとした場合の、エンジン回転数とトルクとの関係を示
す図である。本発明では、この図をトルクを求めるのに
使う。図１のエンジン回転センサ１１とコントロールレ
バーセンサ１２で、エンジン回転数とコントロールレバ
ー角を検出すると、トルクが求められる。例えば、図中
に点線で示したように、エンジン回転数がＮ1 ，コント
ロールレバー角がＣ1であった場合、トルクはＴ1 とな
る。FIG. 2 is a diagram showing the relationship between the engine speed and the torque when the control lever angle is used as a parameter. In the present invention, this figure is used to determine the torque. When the engine speed and the control lever angle are detected by the engine speed sensor 11 and the control lever sensor 12 in FIG. 1, a torque is obtained. For example, when the engine speed is N 1 and the control lever angle is C 1 as shown by the dotted line in the drawing, the torque is T 1 .
【００１２】図３は、ＮＯｘ量をパラメータとした場合
の、エンジン回転数とトルクとの関係を示す図である。
本発明では、この図をＮＯｘ量を求めるのに使う。図２
で求めたトルクと、エンジン回転センサ１１で検出した
エンジン回転数との交点が、どのパラメータの曲線上に
あるかによって、ＮＯｘ量を求める。例えば、図示する
ように、トルクがＴ1 ，エンジン回転数がＮ1 であった
場合、その交点はＮＯｘ量Ｇ1 の曲線上にあるから、Ｎ
Ｏｘ量はＧ1 と求められる。FIG. 3 is a diagram showing the relationship between the engine speed and the torque when the NOx amount is used as a parameter.
In the present invention, this figure is used to determine the NOx amount. FIG.
The NOx amount is determined based on which parameter curve is at the intersection of the torque determined in (1) and the engine speed detected by the engine speed sensor 11. For example, as shown in the figure, if the torque is T 1 and the engine speed is N 1 , the intersection is on the curve of the NOx amount G 1.
Ox amount is determined to be G 1.
【００１３】図４は、ＨＣ量／ＮＯｘ量の比とＮＯｘ浄
化率との関係を示す図である。この図の関係を利用し
て、ＨＣの必要量を割り出すことが出来る。次に、それ
を説明する。図４から分かるように、ＮＯｘ浄化率を高
めるには、ＨＣの量を多くすればよい。しかし、図４の
特性曲線の上昇の度合いは、点線で示す１００％のレベ
ルに近づくにつれ緩やかになるので、率を僅かに上昇さ
せるのに多量のＨＣを必要とし、あまり効率的ではな
い。そこで、ＮＯｘの法的規制を下回る範囲で適宜ＮＯ
ｘ浄化率の目標値を決め、それに対応するＨＣ量／ＮＯ
ｘ量を求めれば、それに基づきＨＣの必要量を求めるこ
とが出来る（ＮＯｘ量は別途求められている）。FIG. 4 is a diagram showing the relationship between the ratio of the amount of HC / NOx and the NOx purification rate. The required amount of HC can be determined using the relationship shown in this figure. Next, it will be described. As can be seen from FIG. 4, the amount of HC should be increased to increase the NOx purification rate. However, the degree of increase in the characteristic curve of FIG. 4 becomes gentler as it approaches the 100% level shown by the dotted line, so that a large amount of HC is required to slightly increase the rate, and the efficiency is not very efficient. Therefore, NO within the range below the NOx legal regulation
x Determine target value of purification rate, and corresponding HC amount / NO
If the amount of x is determined, the required amount of HC can be determined based thereon (the amount of NOx is separately determined).
【００１４】図５は、吸気系噴射量／エンジン筒内噴射
量の比とＨＣ量との関係を示す図である。エンジン筒内
噴射量は、通常の燃料噴射量を決定する手段で求めるこ
とができ、エンジン負荷に応じて噴射される量である。
なお、エンジン負荷状態は、エンジン回転センサ１１か
らのエンジン回転数、コントロールレバーセンサ１２か
らのコントロールレバー角によって知ることができる。
図４で必要なＨＣ量が求められるから、それを図５の関
係に当てはめることにより、そのＨＣ量に対応する吸気
系噴射量が求められる。FIG. 5 is a diagram showing the relationship between the ratio of the intake system injection amount / the in-cylinder injection amount and the HC amount. The engine in-cylinder injection amount can be obtained by means for determining a normal fuel injection amount, and is an amount injected according to the engine load.
The engine load state can be known from the engine speed from the engine rotation sensor 11 and the control lever angle from the control lever sensor 12.
Since the required amount of HC is determined in FIG. 4, the intake amount corresponding to the amount of HC is determined by applying it to the relationship of FIG.
【００１５】以上の通り、エンジンの負荷状態によって
吸気系噴射量が算出され、吸気系インジェクターに噴射
指示がされることによって、ＮＯｘを低減するのに適切
な量の燃料の噴射が行われる。As described above, the intake amount of the intake system is calculated based on the load state of the engine, and an injection instruction is given to the intake system injector, thereby injecting an appropriate amount of fuel to reduce NOx.
【００１６】なお、上例ではエンジン３はディーゼルエ
ンジンであるとしたが、ガソリンエンジンであっても、
ディーゼルエンジンと同様、燃料をエンジン筒内で噴射
するタイプのもの（通常のガソリンエンジンは吸気側で
燃料を噴射している）であれば、本発明を適用すること
が出来る。In the above example, the engine 3 is assumed to be a diesel engine.
Similar to a diesel engine, the present invention can be applied to any type in which fuel is injected in the engine cylinder (a normal gasoline engine injects fuel on the intake side).
【００１７】[0017]
【発明の効果】以上述べた如く、本発明のＮＯｘ低減装
置では、ディーゼルエンジン等のエンジン筒内で燃料を
噴射するタイプのエンジンで、ＮＯｘ低減をするのに必
要とする量のＨＣを、吸気系にも燃料を噴射することに
より補給する。このように、使用する材料が使い慣れた
燃料であり、アンモニアのような臭気ガスではないの
で、取り扱いを厳しくする必要がない。また、吸気系に
燃料を噴射することにより、スモークが減少するという
効果もある。As described above, in the NOx reduction device of the present invention, the amount of HC required to reduce NOx is supplied to the engine such as a diesel engine that injects fuel into the engine cylinder. The system is refueled by injecting fuel. As described above, since the material to be used is a familiar fuel and not an odor gas such as ammonia, it is not necessary to handle the fuel strictly. Injecting fuel into the intake system also has the effect of reducing smoke.
【図１】本発明の実施例にかかわるＮＯｘ低減装置FIG. 1 is a NOx reduction device according to an embodiment of the present invention.
【図２】コントロールレバー角をパラメータとした場合
の、エンジン回転数とトルクとの関係を示す図FIG. 2 is a diagram showing a relationship between an engine speed and a torque when a control lever angle is used as a parameter;
【図３】ＮＯｘ量をパラメータとした場合の、エンジン
回転数とトルクとの関係を示す図FIG. 3 is a diagram showing the relationship between engine speed and torque when the amount of NOx is used as a parameter;
【図４】ＨＣ量／ＮＯｘ量の比とＮＯｘ浄化率との関係
を示す図FIG. 4 is a diagram showing a relationship between a ratio of HC amount / NOx amount and a NOx purification rate.
【図５】吸気系噴射量／エンジン筒内噴射量の比とＨＣ
量との関係を示す図FIG. 5: Ratio of intake system injection amount / engine cylinder injection amount and HC
Diagram showing relationship with quantity
１…フィルター、２…吸気系、３…エンジン、４…燃料
噴射ポンプ、５…筒内インジェクター、６…排気系、７
…触媒コンバータ、８…排気管出口部、９…燃料タン
ク、１０…燃料パイプ、１１…エンジン回転センサ、１
２…コントロールレバーセンサ、１３…コントローラ、
１４…吸気系インジェクターDESCRIPTION OF SYMBOLS 1 ... Filter, 2 ... Intake system, 3 ... Engine, 4 ... Fuel injection pump, 5 ... In-cylinder injector, 6 ... Exhaust system, 7
... catalyst converter, 8 ... exhaust pipe outlet, 9 ... fuel tank, 10 ... fuel pipe, 11 ... engine rotation sensor, 1
2 ... Control lever sensor, 13 ... Controller,
14. Intake system injector
Claims (1)
エンジンの吸気系に燃料を噴射するよう設けられた吸気
系インジェクターと、エンジンの排気系に設けられたＮＯｘ低減用の触媒コン
バータと、 エンジン回転数とコントロールレバー角を基にＮＯｘ量
を算出する手段と、 エンジン負荷状態と算出したＮＯｘ量とに応じて吸気系
インジェクターからの燃料噴射量を制御する手段とを具
えたことを特徴とするＮＯｘ低減装置。1. An intake system injector provided to inject fuel into an intake system of an engine that injects fuel in an engine cylinder, and a NOx reduction catalytic converter provided in an exhaust system of the engine.
Converter and, that comprises means for calculating a NOx amount on the basis of the engine speed and the control lever angle, and means for controlling the fuel injection quantity from intake system injector in accordance with the NOx amount calculated with the engine load condition NOx reduction device characterized by the above-mentioned.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3161027A JP2638340B2 (en) | 1991-06-05 | 1991-06-05 | NOx reduction device |
| PCT/JP1992/000708 WO1992021871A1 (en) | 1991-06-03 | 1992-06-01 | DEVICE FOR REDUCING NO¿x? |
| EP92917408A EP0683311A1 (en) | 1991-06-03 | 1992-06-01 | DEVICE FOR REDUCING NO x? |
| US08/146,097 US5410873A (en) | 1991-06-03 | 1992-06-01 | Apparatus for diminishing nitrogen oxides |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3161027A JP2638340B2 (en) | 1991-06-05 | 1991-06-05 | NOx reduction device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04358715A JPH04358715A (en) | 1992-12-11 |
| JP2638340B2 true JP2638340B2 (en) | 1997-08-06 |
Family
ID=15727202
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3161027A Expired - Lifetime JP2638340B2 (en) | 1991-06-03 | 1991-06-05 | NOx reduction device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2638340B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3391587B2 (en) * | 1994-11-18 | 2003-03-31 | 株式会社小松製作所 | Exhaust denitration equipment for diesel engines |
| FR2878569B1 (en) * | 2004-11-26 | 2007-03-02 | Peugeot Citroen Automobiles Sa | DEVICE AND METHOD FOR DETERMINING THE NOX QUANTITY EMITTED BY A MOTOR VEHICLE DIESEL ENGINE AND DIAGNOSTIC AND OPERATING CONTROL SYSTEMS COMPRISING SUCH A DEVICE |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS616256A (en) * | 1984-06-21 | 1986-01-11 | Toshiba Corp | 12% cr heat resisting steel |
| JP2557640B2 (en) * | 1987-04-10 | 1996-11-27 | マツダ株式会社 | Engine fuel injection device |
-
1991
- 1991-06-05 JP JP3161027A patent/JP2638340B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH04358715A (en) | 1992-12-11 |
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