JP4280934B2 - Exhaust purification device, additive supply device, and exhaust purification system for internal combustion engine - Google Patents

Exhaust purification device, additive supply device, and exhaust purification system for internal combustion engine Download PDF

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JP4280934B2
JP4280934B2 JP2006167126A JP2006167126A JP4280934B2 JP 4280934 B2 JP4280934 B2 JP 4280934B2 JP 2006167126 A JP2006167126 A JP 2006167126A JP 2006167126 A JP2006167126 A JP 2006167126A JP 4280934 B2 JP4280934 B2 JP 4280934B2
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additive
air
exhaust
internal combustion
intake system
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JP2007332901A (en
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昭和 小島
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Denso Corp
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Denso Corp
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    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • F02B37/164—Control of the pumps by bypassing charging air the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • 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
    • F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
    • F01N3/106—Auxiliary oxidation catalysts
    • 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
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/12—Control of the pumps
    • F02B37/16—Control of the pumps by bypassing charging air
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/08—Adding substances to exhaust gases with prior mixing of the substances with a gas, e.g. air
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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
    • Y02T10/12—Improving ICE efficiencies

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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)
  • Materials Engineering (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)

Description

本発明は、内燃機関の排気を浄化する排気浄化装置、排気浄化装置に添加剤を供給する添加剤供給装置、および内燃機関の排気浄化システムに関する。   The present invention relates to an exhaust purification device that purifies exhaust gas from an internal combustion engine, an additive supply device that supplies an additive to the exhaust purification device, and an exhaust purification system of the internal combustion engine.

従来、例えばディーゼルエンジンなどの内燃機関は、ディーゼル排気微粒子除去装置（ＤＰＦ）およびＮＯｘ還元触媒などの浄化部を有している。このような浄化部を備える装置およびシステムでは、浄化部を再生するため、あるいは触媒による酸化還元反応を実施するため、例えば燃料や尿素などが添加剤として供給される（特許文献１、２参照）。添加剤は、排気系を流れる排気中に噴射することにより、浄化部に供給される。浄化部の再生および反応の促進するためには、供給される添加剤の霧化が必要である。そこで、例えば添加剤供給装置から高圧の空気とともに添加剤を供給することにより、添加剤の霧化が促進される。   Conventionally, for example, an internal combustion engine such as a diesel engine has a purification unit such as a diesel exhaust particulate removal device (DPF) and a NOx reduction catalyst. In the apparatus and system including such a purification unit, for example, fuel, urea, or the like is supplied as an additive in order to regenerate the purification unit or to perform a redox reaction using a catalyst (see Patent Documents 1 and 2). . The additive is supplied to the purification unit by being injected into the exhaust gas flowing through the exhaust system. In order to regenerate the purification section and promote the reaction, it is necessary to atomize the supplied additive. Then, for example, atomization of an additive is accelerated | stimulated by supplying an additive with high pressure air from an additive supply apparatus.

例えばトラックなどの大型の車両の場合、内燃機関とは別構成の機械的なコンプレッサなどの高圧空気の供給源を有している。しかし、例えば自家用車などの小型の車両の場合、空間的な制約から高圧空気の供給源の確保は困難である。
特開２００４−０１１４６３号公報 特開２００４−３０８５２６号公報 For example, a large vehicle such as a truck has a supply source of high-pressure air such as a mechanical compressor having a configuration different from that of the internal combustion engine. However, in the case of a small vehicle such as a private car, it is difficult to secure a supply source of high-pressure air due to space limitations.
JP 2004-011463 A JP 2004-308526 A

そこで、本発明の目的は、空間的な制約を受けることなく高圧空気の確保が容易であり、添加剤の霧化を促進し、浄化部の機能を高精度に発揮する排気浄化装置を提供することにある。
本発明の他の目的は、空間的な制約を受けることなく高圧空気の確保が容易であり、添加剤の霧化を促進する添加剤供給装置を提供することにある。
さらに、本発明の他の目的は、空間的な制約を受けることなく高圧空気の確保が容易であり、添加剤の霧化を促進し、排気に含まれるＰＭおよびＮＯｘなどの物質が低減される内燃機関の排気浄化システムを提供することにある。 Accordingly, an object of the present invention is to provide an exhaust emission control device that is easy to ensure high-pressure air without being restricted by space, promotes atomization of the additive, and exhibits the function of the purification unit with high accuracy. There is.
Another object of the present invention is to provide an additive supply apparatus that facilitates securing high-pressure air without being restricted by space and promotes atomization of the additive.
Furthermore, another object of the present invention is to ensure high-pressure air without being restricted by space, promote atomization of additives, and reduce substances such as PM and NOx contained in exhaust gas. An object of the present invention is to provide an exhaust purification system for an internal combustion engine.

請求項１記載の発明では、加圧空気導入部は、吸気系において過給器よりも内燃機関側から加圧された空気を添加剤供給手段へ導入する。過給器は、吸気系において吸入された空気を加圧し、内燃機関へ過給する。そのため、加圧空気導入部によって添加剤供給手段へ導入された空気は、高い圧力を有している。その結果、例えばコンプレッサなどの内燃機関とは別構成の高圧空気の供給源を設置しなくても、高圧の空気が確保され、空間的な制約は低減される。そして、添加剤供給手段は、排気系を流れる排気に導入された高圧の空気とともに添加剤を供給する。その結果、排気系に供給された添加剤は、高圧の空気によって霧化が促進される。したがって、空間的な制約を受けることなく高圧空気を容易に確保することができ、添加剤の霧化を促進することができる。 In the first aspect of the invention, the pressurized air introducing section introduces air pressurized from the internal combustion engine side of the supercharger in the intake system to the additive supply means. The supercharger pressurizes air sucked in the intake system and supercharges the internal combustion engine. Therefore, the air introduced into the additive supply means by the pressurized air introduction unit has a high pressure. As a result, for example, high-pressure air is ensured without a high-pressure air supply source having a configuration different from that of an internal combustion engine such as a compressor, and spatial constraints are reduced. The additive supply means supplies the additive together with the high-pressure air introduced into the exhaust flowing through the exhaust system. As a result, atomization of the additive supplied to the exhaust system is promoted by high-pressure air. Therefore, high-pressure air can be easily secured without being restricted by space, and atomization of the additive can be promoted.

また、請求項１記載の発明では、高圧の空気によって添加剤の霧化を促進することにより、浄化部の再生あるいは浄化部における酸化還元反応の促進が図られる。例えば浄化部がＤＰＦを有する場合、添加剤としての燃料によりＤＰＦの再生が促進される。また、例えば浄化部がＮＯｘ還元触媒を有する場合、添加剤としての燃料あるいは尿素などにより、ＮＯｘの還元が促進される。したがって、浄化部の機能を高精度に発揮することができる。
また、請求項２記載の発明では、流量制御部は、チェック弁の下流、かつ、リザーバの上流に設けられる。 In the first aspect of the invention, the atomization of the additive is promoted by the high-pressure air, whereby the purification part is regenerated or the oxidation-reduction reaction in the purification part is promoted. For example, when the purification unit has DPF, regeneration of DPF is promoted by fuel as an additive. For example, when the purification unit has a NOx reduction catalyst, NOx reduction is promoted by fuel or urea as an additive. Therefore, the function of the purification unit can be exhibited with high accuracy.
In the invention according to claim 2, the flow rate controller is provided downstream of the check valve and upstream of the reservoir.

請求項３記載の発明では、加圧空気導入部は、吸気系において過給器よりも内燃機関側から加圧された空気を添加剤噴射弁へ導入する。過給器は、吸気系において吸入された空気を加圧し、内燃機関へ過給する。そのため、加圧空気導入部によって添加剤噴射弁へ導入された空気は、高い圧力を有している。その結果、例えばコンプレッサなどの高圧空気の供給源を設置しなくても、高圧の空気が確保され、空間的な制約は低減される。そして、添加剤噴射弁は、排気系を流れる排気に導入された高圧の空気とともに添加剤を供給する。その結果、排気系に供給された添加剤は、高圧の空気によって霧化が促進される。したがって、空間的な制約を受けることなく高圧空気を容易に確保することができ、添加剤の霧化を促進することができる。
また、請求項４記載の発明では、流量制御部は、チェック弁の下流、かつ、リザーバの上流に設けられる。 According to a third aspect of the present invention, the pressurized air introducing section introduces air pressurized from the internal combustion engine side of the supercharger in the intake system to the additive injection valve. The supercharger pressurizes air sucked in the intake system and supercharges the internal combustion engine. Therefore, the air introduced into the additive injection valve by the pressurized air introduction unit has a high pressure. As a result, high-pressure air is ensured without installing a high-pressure air supply source such as a compressor, and spatial constraints are reduced. The additive injection valve supplies the additive together with the high-pressure air introduced into the exhaust flowing through the exhaust system. As a result, atomization of the additive supplied to the exhaust system is promoted by high-pressure air. Therefore, high-pressure air can be easily secured without being restricted by space, and atomization of the additive can be promoted.
In the invention according to claim 4, the flow rate control unit is provided downstream of the check valve and upstream of the reservoir.

請求項５記載の発明では、加圧空気導入部は、吸気系において過給器よりも内燃機関側から加圧された空気を添加剤供給手段へ導入する。過給器は、吸気系において吸入された空気を加圧し、内燃機関へ過給する。そのため、加圧空気導入部によって添加剤供給手段へ導入された空気は、高い圧力を有している。その結果、例えば内燃機関とは別構成のコンプレッサなどの高圧空気の供給源を設置しなくても、高圧の空気が確保され、空間的な制約は低減される。そして、添加剤供給手段は、排気系を流れる排気に導入された高圧の空気とともに添加剤を供給する。その結果、排気系に供給された添加剤は、高圧の空気によって霧化が促進される。したがって、空間的な制約を受けることなく高圧空気を容易に確保することができ、添加剤の霧化を促進することができる。 In the invention according to claim 5 , the pressurized air introducing section introduces air pressurized from the internal combustion engine side of the supercharger in the intake system to the additive supply means. The supercharger pressurizes air sucked in the intake system and supercharges the internal combustion engine. Therefore, the air introduced into the additive supply means by the pressurized air introduction unit has a high pressure. As a result, for example, high-pressure air is ensured without a high-pressure air supply source such as a compressor having a configuration different from that of the internal combustion engine, and spatial constraints are reduced. The additive supply means supplies the additive together with the high-pressure air introduced into the exhaust flowing through the exhaust system. As a result, atomization of the additive supplied to the exhaust system is promoted by high-pressure air. Therefore, high-pressure air can be easily secured without being restricted by space, and atomization of the additive can be promoted.

また、請求項５記載の発明では、高圧の空気によって添加剤の霧化を促進することにより、浄化部の再生あるいは浄化部における酸化還元反応の促進が図られる。例えば浄化部がＤＰＦを有する場合、添加剤としての燃料によりＤＰＦの再生が促進される。また、例えば浄化部がＮＯｘ還元触媒を有する場合、添加剤としての燃料あるいは尿素などにより、ＮＯｘの還元が促進される。したがって、排気に含まれるＰＭやＮＯｘなどの物質を低減することができる。
また、請求項６記載の発明では、流量制御部は、チェック弁の下流、かつ、リザーバの上流に設けられる。 In the invention described in claim 5 , by promoting the atomization of the additive by the high-pressure air, the regeneration of the purification unit or the oxidation-reduction reaction in the purification unit is promoted. For example, when the purification unit has DPF, regeneration of DPF is promoted by fuel as an additive. For example, when the purification unit has a NOx reduction catalyst, NOx reduction is promoted by fuel or urea as an additive. Therefore, substances such as PM and NOx contained in the exhaust can be reduced.
In the invention according to claim 6, the flow rate control unit is provided downstream of the check valve and upstream of the reservoir.

請求項１、３または５記載の発明では、加圧空気導入部はチェック弁を有している。チェック弁は、加圧空気導入部の吸気系から排気系側への空気の流入を許容し、その反対の流れを遮断する。これにより、過給器による加圧によって吸気系の圧力が変動するとき、加圧空気導入部には最も高い圧力が維持される。すなわち、内燃機関の運転の開始から添加剤の噴射までの間に過給器による吸気系の圧力の変動があると、加圧空気導入部はその間で最も高い圧力に維持される。その結果、例えば内燃機関の回転数が低く過給器による加圧が小さいときでも、排気系側には高い圧力に維持された空気が供給される。したがって、排気系側へ常に高圧の空気を供給することができ、添加剤の霧化を促進することができる。 In the invention according to claim 1, 3 or 5 , the pressurized air introduction part has a check valve. The check valve allows the inflow of air from the intake system to the exhaust system side of the pressurized air introduction section, and blocks the opposite flow. Thus, when the pressure of the intake system varies due to pressurization by the supercharger, the highest pressure is maintained in the pressurized air introduction portion. That is, if there is a fluctuation in the pressure of the intake system by the supercharger between the start of operation of the internal combustion engine and the injection of the additive, the pressurized air introduction part is maintained at the highest pressure during that time. As a result, for example, even when the rotational speed of the internal combustion engine is low and the pressurization by the supercharger is small, air maintained at a high pressure is supplied to the exhaust system side. Therefore, high-pressure air can always be supplied to the exhaust system side, and atomization of the additive can be promoted.

請求項１、３または５記載の発明では、加圧空気導入部はリザーバを有する。リザーバは、吸気系と排気系との間に設けられている。これにより、吸気系側から導入された高圧の空気はリザーバに蓄えられる。その結果、内燃機関の運転状態に関わらず、排気系に添加剤を供給するとき、高圧の空気が十分に確保される。したがって、添加剤の霧化を継続的に促進することができる。 In the first, third, or fifth aspect of the present invention, the pressurized air introducing portion has a reservoir. The reservoir is provided between the intake system and the exhaust system. Thereby, the high-pressure air introduced from the intake system side is stored in the reservoir. As a result, regardless of the operating state of the internal combustion engine, sufficient high-pressure air is ensured when supplying the additive to the exhaust system. Therefore, the atomization of the additive can be continuously promoted.

請求項１、３または５記載の発明では、加圧空気導入部は流量制御部を有している。流量制御部は、吸気系から排気系側へ導入される空気の流量が所定値よりも大きくなると、空気の導入を遮断する。例えば加圧空気導入部において空気漏れが生じているとき、過給器の内燃機関側から導入された空気が漏れ、過給器による過給圧が低減する。その結果、内燃機関が所定の出力を発揮できないおそれがある。そこで、流量制御部は、例えば空気漏れなどによって吸気系から排気系へ導入される空気の流量が過大になると、その導入を遮断する。これにより、過給器による過給圧は維持される。したがって、内燃機関の出力を安定して維持することができる。 In the first, third, or fifth aspect of the invention, the pressurized air introduction part has a flow rate control part. The flow rate control unit shuts off the introduction of air when the flow rate of air introduced from the intake system to the exhaust system becomes greater than a predetermined value. For example, when air leakage occurs in the pressurized air introduction section, air introduced from the internal combustion engine side of the supercharger leaks, and the supercharging pressure by the supercharger is reduced. As a result, the internal combustion engine may not be able to exert a predetermined output. Therefore, when the flow rate of air introduced from the intake system to the exhaust system becomes excessive due to, for example, air leakage, the flow control unit cuts off the introduction. Thereby, the supercharging pressure by the supercharger is maintained. Therefore, the output of the internal combustion engine can be stably maintained.

本発明の実施形態を図面に基づいて説明する。なお、複数の参考例および実施形態において、実質的に同一の構成部位には同一の符号を付し、説明を省略する。
（第１参考例）
本発明の第１参考例による排気浄化装置を適用した内燃機関の排気浄化システムを図１に示す。図１に示すように、第１参考例による排気浄化システム１０は、内燃機関としてのディーゼルエンジン（以下、「エンジン」と省略する。）１１から排出された排気を浄化する。排気浄化システム１０は、浄化部２０、添加剤供給手段としての添加剤噴射弁３０、過給器４０および加圧空気導入部５０を備えている。エンジン１１は、排気系６０および吸気系７０を備えている。 Embodiments of the present invention will be described with reference to the drawings. Note that, in a plurality of reference examples and embodiments, substantially the same components are denoted by the same reference numerals, and description thereof is omitted.
(First Reference Example )
FIG. 1 shows an exhaust gas purification system for an internal combustion engine to which an exhaust gas purification apparatus according to a first reference example of the present invention is applied. As shown in FIG. 1, an exhaust purification system 10 according to a first reference example purifies exhaust discharged from a diesel engine (hereinafter abbreviated as “engine”) 11 as an internal combustion engine. The exhaust purification system 10 includes a purification unit 20, an additive injection valve 30 as an additive supply means, a supercharger 40, and a pressurized air introduction unit 50. The engine 11 includes an exhaust system 60 and an intake system 70.

排気系６０は、エンジン１１から排出された排気をエンジン１１の外部へ導く。排気系６０は、排気管６１を有している。排気管６１は、排気通路６２を形成している。エンジン１１から排出された排気は、排気通路６２を経由して外部へ流れる。排気管６１が形成する排気通路６２は、エンジン１１と排気口６３とを接続している。排気系６０のエンジン１１と排気口６３との間には、浄化部２０が設置されている。   The exhaust system 60 guides the exhaust discharged from the engine 11 to the outside of the engine 11. The exhaust system 60 has an exhaust pipe 61. The exhaust pipe 61 forms an exhaust passage 62. Exhaust gas discharged from the engine 11 flows to the outside via the exhaust passage 62. An exhaust passage 62 formed by the exhaust pipe 61 connects the engine 11 and the exhaust port 63. The purification unit 20 is installed between the engine 11 and the exhaust port 63 of the exhaust system 60.

吸気系７０は、外部からエンジン１１へ吸気を供給する。吸気系７０は、吸気管７１を有している。吸気管７１は、吸気通路７２を形成している。吸気口７３から導入された吸気は、吸気通路７２を経由してエンジン１１へ流れる。吸気管７１が形成する吸気通路７２は、吸気口７３とエンジン１１とを接続している。吸気通路７２には、吸気の流量を調整するスロットル７４が設置されている。   The intake system 70 supplies intake air to the engine 11 from the outside. The intake system 70 has an intake pipe 71. The intake pipe 71 forms an intake passage 72. The intake air introduced from the intake port 73 flows to the engine 11 via the intake passage 72. An intake passage 72 formed by the intake pipe 71 connects the intake port 73 and the engine 11. A throttle 74 for adjusting the flow rate of intake air is installed in the intake passage 72.

浄化部２０は、排気系６０に設置されている。本実施形態の場合、浄化部２０はＤＰＦ２１、ＮＯｘ還元触媒２２および酸化触媒２３を有している。ＤＰＦ２１は、排気中に含まれる微粒子（ＰＭ）を捕集する。ＮＯｘ還元触媒２２は、例えば添加剤としての軽油などの燃料および尿素などにより排気に含まれるＮＯｘを還元する。その結果、排気に含まれるＮＯｘは、無害なＮ2、ＣＯ2、Ｈ2Ｏに還元される。酸化触媒２３は、排気中に含まれるＰＭを酸化する。なお、本実施形態では、一例として浄化部２０にＤＰＦ２１、ＮＯｘ還元触媒２２および酸化触媒２３を設置する例について説明した。しかし、例えばＮＯｘ還元触媒２２と、ＤＰＦ２１または酸化触媒２３のいずれか一方のみとを設置してもよい。また、浄化部２０として例示したＤＰＦ２１、ＮＯｘ還元触媒２２または酸化触媒２３以外のフィルタおよび触媒を設置してもよい。 The purification unit 20 is installed in the exhaust system 60. In the present embodiment, the purification unit 20 includes a DPF 21, a NOx reduction catalyst 22, and an oxidation catalyst 23. The DPF 21 collects fine particles (PM) contained in the exhaust gas. The NOx reduction catalyst 22 reduces NOx contained in the exhaust gas using, for example, fuel such as light oil as an additive and urea. As a result, NOx contained in the exhaust is reduced to harmless N 2 , CO 2 , and H 2 O. The oxidation catalyst 23 oxidizes PM contained in the exhaust. In the present embodiment, an example in which the DPF 21, the NOx reduction catalyst 22, and the oxidation catalyst 23 are installed in the purification unit 20 has been described as an example. However, for example, the NOx reduction catalyst 22 and only one of the DPF 21 and the oxidation catalyst 23 may be installed. Further, a filter and a catalyst other than the DPF 21, the NOx reduction catalyst 22, or the oxidation catalyst 23 exemplified as the purification unit 20 may be installed.

排気系６０において浄化部２０よりも上流側すなわちエンジン１１側には、添加剤噴射弁３０が設置されている。添加剤噴射弁３０は、加圧空気導入部５０とともに添加剤供給装置を構成している。添加剤噴射弁３０は、排気通路６２を流れる排気に添加剤を噴射する。添加剤は、浄化部２０のＤＰＦ２１、ＮＯｘ還元触媒２２および酸化触媒２３の機能を発揮させる物質である。   In the exhaust system 60, an additive injection valve 30 is installed on the upstream side of the purification unit 20, that is, on the engine 11 side. The additive injection valve 30 constitutes an additive supply device together with the pressurized air introduction unit 50. The additive injection valve 30 injects the additive into the exhaust flowing through the exhaust passage 62. The additive is a substance that exerts the functions of the DPF 21, the NOx reduction catalyst 22, and the oxidation catalyst 23 of the purification unit 20.

例えばＤＰＦ２１は、排気に含まれるＰＭを捕集している。そのため、ＤＰＦ２１は、捕集するＰＭが所定量に達すると、目詰まりが増大し、機能の低下を招く。そこで、添加剤噴射弁３０から添加剤として例えば軽油などの燃料を噴射することにより、ＤＰＦ２１に捕集されたＰＭを燃焼させる。これにより、ＤＰＦ２１の目詰まりは解消され、ＤＰＦ２１は再生される。   For example, the DPF 21 collects PM contained in the exhaust. Therefore, when the amount of PM collected by the DPF 21 reaches a predetermined amount, clogging increases and the function is deteriorated. Therefore, the PM collected in the DPF 21 is burned by injecting fuel such as light oil as an additive from the additive injection valve 30. Thereby, the clogging of the DPF 21 is eliminated and the DPF 21 is regenerated.

また、ＮＯｘ還元触媒２２は、排気中に含まれるＮＯｘを吸蔵する。そのため、ＮＯｘ還元触媒２２は、吸蔵するＮＯｘが所定量に達すると、吸蔵量が飽和し、機能の低下を招く。そこで、添加剤噴射弁３０から添加剤となる還元剤として例えば軽油などの燃料あるいは尿素を噴射することにより、ＮＯｘ還元触媒２２に吸蔵されたＮＯｘは還元される。これにより、ＮＯｘ還元触媒２２は再生される。   The NOx reduction catalyst 22 occludes NOx contained in the exhaust gas. For this reason, when the NOx to be stored reaches a predetermined amount, the NOx reduction catalyst 22 saturates the stored amount and causes a decrease in function. Therefore, NOx occluded in the NOx reduction catalyst 22 is reduced by injecting fuel such as light oil or urea as a reducing agent serving as an additive from the additive injection valve 30. Thereby, the NOx reduction catalyst 22 is regenerated.

さらに、酸化触媒２３の場合、排気中に含まれるＰＭを燃焼させる。そのため、ＰＭを燃焼させるためには、燃料が必要となる。そこで、添加剤噴射弁３０から添加剤として例えば軽油などの燃料を噴射することにより、酸化触媒２３ではＰＭが燃焼する。これにより、排気中に含まれるＰＭは、燃焼し、外部への排出が低減される。
以上のように、添加剤噴射弁３０から浄化部２０へ添加剤を供給することにより、浄化部２０を構成するＤＰＦ２１、ＮＯｘ還元触媒２２および酸化触媒２３は機能を発揮する。 Further, in the case of the oxidation catalyst 23, PM contained in the exhaust is combusted. Therefore, fuel is required to burn PM. Therefore, PM is combusted in the oxidation catalyst 23 by injecting fuel such as light oil as an additive from the additive injection valve 30. As a result, PM contained in the exhaust gas is combusted and emission to the outside is reduced.
As described above, by supplying the additive from the additive injection valve 30 to the purification unit 20, the DPF 21, the NOx reduction catalyst 22, and the oxidation catalyst 23 constituting the purification unit 20 exhibit functions.

添加剤噴射弁３０は、上述のように添加剤としてエンジン１１の燃料である軽油または尿素などを排気通路６２を流れる排気へ噴射する。そのため、添加剤噴射弁３０は、燃料タンクなどの添加剤タンク３１に接続している。添加剤は、添加剤タンク３１から添加剤噴射弁３０へ供給される。   The additive injection valve 30 injects light oil, urea, or the like, which is the fuel of the engine 11, as an additive into the exhaust flowing through the exhaust passage 62 as described above. Therefore, the additive injection valve 30 is connected to an additive tank 31 such as a fuel tank. The additive is supplied from the additive tank 31 to the additive injection valve 30.

過給器４０は、排気系６０に設置されるタービン４１と、吸気系７０に設置されるコンプレッサ４２とを有している。タービン４１は、排気通路６２のエンジン１１と添加剤噴射弁３０との間、すなわち添加剤噴射弁３０よりもエンジン１１側に設置されている。コンプレッサ４２は、吸気通路７２の吸気口７３とスロットル７４との間、すなわちスロットル７４よりも吸気口７３側に設置されている。   The supercharger 40 has a turbine 41 installed in the exhaust system 60 and a compressor 42 installed in the intake system 70. The turbine 41 is installed between the engine 11 and the additive injection valve 30 in the exhaust passage 62, that is, closer to the engine 11 than the additive injection valve 30. The compressor 42 is installed between the intake port 73 of the intake passage 72 and the throttle 74, that is, closer to the intake port 73 than the throttle 74.

タービン４１は、排気通路６２を流れる高圧の排気によって回転駆動される。タービン４１とコンプレッサ４２とは、シャフト４３によって接続している。そのため、排気の流れによってタービン４１が駆動されると、タービン４１とともにコンプレッサ４２が回転する。これにより、コンプレッサ４２は、吸気通路７２を流れる空気をエンジン１１側へ加圧して給送する。その結果、吸気は、エンジン１１へ過給される。   The turbine 41 is rotationally driven by high-pressure exhaust gas that flows through the exhaust passage 62. The turbine 41 and the compressor 42 are connected by a shaft 43. Therefore, when the turbine 41 is driven by the flow of exhaust, the compressor 42 rotates together with the turbine 41. Thereby, the compressor 42 pressurizes and feeds the air flowing through the intake passage 72 to the engine 11 side. As a result, the intake air is supercharged to the engine 11.

加圧空気導入部５０は、吸気系７０と添加剤噴射弁３０とを接続している。加圧空気導入部５０の一方の端部は、吸気系７０のコンプレッサ４２よりもエンジン１１側に接続している。また、加圧空気導入部５０の他方の端部は、排気通路６２に添加剤を噴射する添加剤噴射弁３０に接続している。加圧空気導入部５０は、コンプレッサ４２よりもエンジン１１側に接続することにより、吸気通路７２からコンプレッサ４２で加圧された高圧の空気を導入する。そして、加圧空気導入部５０は、導入した空気を添加剤噴射弁３０へ供給する。添加剤噴射弁３０は、添加剤を噴射するとき、加圧空気導入部５０から導入された高圧の空気をともに噴射する。これにより、添加剤噴射弁３０から噴射される添加剤は、加圧空気導入部５０から導入された高圧の空気の噴射によって霧化される。   The pressurized air introduction unit 50 connects the intake system 70 and the additive injection valve 30. One end of the pressurized air introduction unit 50 is connected to the engine 11 side of the compressor 42 of the intake system 70. The other end of the pressurized air introduction part 50 is connected to the additive injection valve 30 that injects the additive into the exhaust passage 62. The pressurized air introduction unit 50 introduces high-pressure air pressurized by the compressor 42 from the intake passage 72 by connecting to the engine 11 side of the compressor 42. The pressurized air introduction unit 50 supplies the introduced air to the additive injection valve 30. The additive injection valve 30 injects the high-pressure air introduced from the pressurized air introduction unit 50 when injecting the additive. Thereby, the additive injected from the additive injection valve 30 is atomized by the injection of high-pressure air introduced from the pressurized air introduction unit 50.

上述のように添加剤によって浄化部２０の再生および燃焼の促進により浄化部２０の機能を発揮させるためには、添加剤噴射弁３０から噴射される添加剤の粒径は小さい方が好ましい。図２に示すように、添加剤噴射弁３０から噴射される添加剤は、添加剤噴射弁３０から添加剤とともに噴射される空気の圧力が高くなるほど、霧化された液滴の粒径が小さくなる。すなわち、添加剤噴射弁３０から添加剤を噴射するとき、高圧の空気とともに噴射することにより、噴射された添加剤の液滴の粒径は小さくなる。その結果、浄化部２０の再生および燃焼が促進され、浄化部２０の機能は高精度に発揮される。   As described above, in order to exhibit the function of the purification unit 20 by regeneration of the purification unit 20 and promotion of combustion by the additive, it is preferable that the particle size of the additive injected from the additive injection valve 30 is small. As shown in FIG. 2, the additive injected from the additive injection valve 30 has a smaller particle size of atomized droplets as the pressure of the air injected from the additive injection valve 30 together with the additive increases. Become. That is, when the additive is injected from the additive injection valve 30, the droplet diameter of the injected additive is reduced by injecting the additive together with high-pressure air. As a result, regeneration and combustion of the purification unit 20 are promoted, and the function of the purification unit 20 is exhibited with high accuracy.

以上のように、第１参考例では、過給器４０のコンプレッサ４２よりもエンジン１１側から加圧された高圧の空気を導入している。これにより、添加剤噴射弁３０から添加剤が噴射されるとき、添加剤とともに高圧の空気が噴射される。そのため、添加剤噴射弁３０から噴射された添加剤は、液滴の粒径が小さくなり、添加剤の霧化および微粒化が促進される。したがって、浄化部２０の機能を高精度に発揮させることができ、排気に含まれるＰＭおよびＮＯｘなどの物質を低減することができる。 As described above, in the first reference example , high-pressure air pressurized from the engine 11 side than the compressor 42 of the supercharger 40 is introduced. Thereby, when an additive is injected from the additive injection valve 30, high-pressure air is injected together with the additive. Therefore, the additive injected from the additive injection valve 30 has a small droplet size, and the atomization and atomization of the additive are promoted. Therefore, the function of the purification unit 20 can be exhibited with high accuracy, and substances such as PM and NOx contained in the exhaust can be reduced.

また、第１参考例では、過給器４０のコンプレッサ４２よりもエンジン１１側から高圧の空気を導入している。これにより、過給器４０を備えるエンジン１１の場合、他に例えば機械的なコンプレッサなどの高圧空気の供給源を設置しなくても、高圧の空気が確保される。したがって、体格の大きな高圧空気の供給源を必要とせず、空間的な制約を低下させることができる。 In the first reference example , high-pressure air is introduced from the engine 11 side than the compressor 42 of the supercharger 40. Thereby, in the case of the engine 11 including the supercharger 40, high-pressure air is ensured without installing a high-pressure air supply source such as a mechanical compressor. Therefore, a high-pressure air supply source having a large physique is not required, and spatial constraints can be reduced.

（第２参考例）
本発明の第２参考例による排気浄化システムを図３に示す。
図３に示す第２参考例の場合、排気浄化システム１０の加圧空気導入部５０はチェック弁５１を有している。本実施形態の場合、チェック弁５１は加圧空気導入部５０の吸気系７０側の端部に設置されている。チェック弁５１は、吸気通路７２側から添加剤噴射弁３０側への空気の流れを許容し、添加剤噴射弁３０側から吸気通路７２側への吸気の流れを遮断する逆止弁である。すなわち、チェック弁５１は、吸気通路７２の圧力が加圧空気導入部５０の添加剤噴射弁３０側の圧力よりも高くなると開弁し、吸気通路７２の圧力が低下すると閉弁する。チェック弁５１を設置することにより、加圧空気導入部５０には、添加剤噴射弁３０からの添加剤の噴射が実施されるまでの間に、吸気通路７２において到達した最も高圧の空気が蓄えられる。なお、チェック弁５１は、高圧の空気を貯蔵する容積ができるだけ大きくなるように、添加剤噴射弁３０と吸気通路７２とを接続する配管の過給圧取入れ口側すなわち吸気通路７２にできるだけ近い位置に設置することが望ましい。 (Second reference example )
FIG. 3 shows an exhaust purification system according to a second reference example of the present invention.
In the case of the second reference example shown in FIG. 3, the pressurized air introduction unit 50 of the exhaust purification system 10 has a check valve 51. In the case of the present embodiment, the check valve 51 is installed at the end of the pressurized air introduction unit 50 on the intake system 70 side. The check valve 51 is a check valve that allows an air flow from the intake passage 72 side to the additive injection valve 30 side and blocks an intake flow from the additive injection valve 30 side to the intake passage 72 side. That is, the check valve 51 opens when the pressure in the intake passage 72 becomes higher than the pressure on the additive injection valve 30 side of the pressurized air introduction unit 50, and closes when the pressure in the intake passage 72 decreases. By installing the check valve 51, the pressurized air introduction unit 50 stores the highest pressure air that has reached the intake passage 72 before the injection of the additive from the additive injection valve 30 is performed. It is done. Note that the check valve 51 is located as close as possible to the supercharging pressure inlet side of the pipe connecting the additive injection valve 30 and the intake passage 72, that is, the intake passage 72 so that the volume for storing high-pressure air is as large as possible. It is desirable to install in.

図４に示すように、エンジン１１の回転数と出力トルクとによって過給器４０による過給圧は変化する。すなわち、エンジン１１の回転数が高く、出力トルクが大きいほど、過給器４０による過給圧は大きくなる。ところが、エンジン１１の運転状態すなわち回転数および出力トルクは、刻々と変化する。そのため、過給圧は、エンジン１１の運転状態に応じて図５（Ｂ）に示すように刻々と変化する。   As shown in FIG. 4, the supercharging pressure by the supercharger 40 varies depending on the rotational speed and output torque of the engine 11. That is, the supercharging pressure by the supercharger 40 increases as the rotational speed of the engine 11 increases and the output torque increases. However, the operating state of the engine 11, that is, the rotation speed and the output torque change every moment. Therefore, the supercharging pressure changes every moment as shown in FIG.

一方、例えばＮＯｘ還元触媒２２の再生は、図５（Ａ）に示すようにエンジン１１の運転時間が増大とともに増大するＮＯｘの吸蔵量が所定の上限値Ｍに達する時期に開始される。そのとき、図５（Ｂ）の破線で示すようにエンジン１１の運転状態によって過給圧が低くなると、添加剤噴射弁３０から添加剤とともに噴射される空気の圧力は低下するおそれがある。   On the other hand, for example, the regeneration of the NOx reduction catalyst 22 is started when the NOx occlusion amount, which increases as the operation time of the engine 11 increases, reaches a predetermined upper limit M as shown in FIG. At that time, as shown by the broken line in FIG. 5B, when the supercharging pressure is lowered depending on the operating state of the engine 11, the pressure of the air injected from the additive injection valve 30 together with the additive may decrease.

そこで、チェック弁５１を設置することにより、図５（Ｂ）の破線で示すように過給圧が変化しても、加圧空気導入部５０の圧力すなわち添加剤噴射弁３０への供給圧は図５（Ｂ）の実線で示すように過給圧の最大値となる。すなわち、加圧空気導入部５０では、加圧された空気の供給圧として前回の添加剤の噴射から今回の添加剤の噴射までの間に到達した過給圧の最大値が維持される。そのため、ＮＯｘ還元触媒２２の再生を実施する時期となったとき、エンジン１１の運転状態に対応する過給器４０の過給圧が低くても、加圧空気導入部５０に維持された高圧の空気によって添加剤噴射弁３０から噴射される添加剤の霧化が促進される。   Therefore, by installing the check valve 51, even if the supercharging pressure changes as shown by the broken line in FIG. 5B, the pressure of the pressurized air introduction unit 50, that is, the supply pressure to the additive injection valve 30 is As shown by the solid line in FIG. 5B, the maximum value of the supercharging pressure is obtained. That is, in the pressurized air introduction unit 50, the maximum value of the supercharging pressure reached from the previous additive injection to the present additive injection is maintained as the supply pressure of the pressurized air. For this reason, when it is time to regenerate the NOx reduction catalyst 22, even if the supercharging pressure of the supercharger 40 corresponding to the operating state of the engine 11 is low, the high pressure maintained in the pressurized air introduction unit 50 is high. The atomization of the additive injected from the additive injection valve 30 is promoted by the air.

第２参考例では、チェック弁５１を設置することにより、加圧空気導入部５０から添加剤噴射弁３０へ供給される空気の圧力は、添加剤の噴射までに吸気通路７２において到達した最高圧に維持される。したがって、エンジン１１の運転状態に関わらず、常に高圧の空気を添加剤噴射弁３０に供給することができ、噴射される添加剤の霧化を促進することができる。 In the second reference example , by installing the check valve 51, the pressure of the air supplied from the pressurized air introduction unit 50 to the additive injection valve 30 is the highest pressure reached in the intake passage 72 before the injection of the additive. Maintained. Therefore, regardless of the operating state of the engine 11, high-pressure air can be always supplied to the additive injection valve 30, and atomization of the injected additive can be promoted.

なお、チェック弁５１は、加圧空気導入部５０の吸気通路７２側の端部から添加剤噴射弁３０までの間であればいずれの位置に設置してもよい。但し、チェック弁５１を吸気通路７２側の端部に設置することにより、加圧空気導入部５０の容積が拡大し、高圧の空気の容量が増大する。また、第２参考例では、ＮＯｘ還元触媒２２の再生時期を例に説明したが、ＤＰＦ２１の再生も同様に捕集されたＰＭの量が所定量に達すると実施される。 The check valve 51 may be installed at any position as long as it is between the end of the pressurized air introduction part 50 on the intake passage 72 side and the additive injection valve 30. However, by installing the check valve 51 at the end on the intake passage 72 side, the volume of the pressurized air introduction section 50 is increased, and the capacity of high-pressure air is increased. In the second reference example , the regeneration timing of the NOx reduction catalyst 22 has been described as an example. However, regeneration of the DPF 21 is similarly performed when the amount of collected PM reaches a predetermined amount.

（第３参考例）
本発明の第３参考例による排気浄化システムを図６に示す。
図６に第３参考例の場合、排気浄化システム１０の加圧空気導入部５０はリザーバ５２を有している。リザーバ５２は、チェック弁５１と添加剤噴射弁３０との間に設置されている。リザーバ５２は、加圧空気導入部５０に導入された空気を蓄える容積部である。すなわち、リザーバ５２は、加圧空気導入部５０に導入された高圧の空気を蓄える。浄化部２０の機能を発揮させるために添加剤噴射弁３０から添加剤とともに高圧の空気を噴射する場合、添加剤の噴射期間に応じて高圧の空気も継続して供給することが望ましい。 (Third reference example )
FIG. 6 shows an exhaust purification system according to a third reference example of the present invention.
In the case of the third reference example in FIG. 6, the pressurized air introduction unit 50 of the exhaust purification system 10 has a reservoir 52. The reservoir 52 is installed between the check valve 51 and the additive injection valve 30. The reservoir 52 is a volume part that stores air introduced into the pressurized air introduction part 50. That is, the reservoir 52 stores the high-pressure air introduced into the pressurized air introduction unit 50. When high pressure air is injected together with the additive from the additive injection valve 30 in order to exert the function of the purifying unit 20, it is desirable to continuously supply high pressure air according to the injection period of the additive.

そこで、第３参考例では、リザーバ５２を設置することにより、加圧空気導入部５０の容積が増大する。これにより、吸気通路７２から導入された高圧の空気は、加圧空気導入部５０に加えてリザーバ５２に蓄えられる。したがって、第３参考例では、添加剤の噴射時にリザーバ５２に蓄えられた高圧の空気を供給することができ、エンジン１１の運転状態に関わらず添加剤の微粒化を継続的に促進することができる。
（一実施形態）
本発明の一実施形態による排気浄化システムを図７に示す。
図７に示す一実施形態の場合、排気浄化システム１０の加圧空気導入部５０は流量制御部５３を有している。流量制御部５３は、吸気通路７２から加圧空気導入部５０側へ供給される空気の流量が所定値よりも大きくなると、加圧空気導入部５０への高圧の空気の導入を遮断する。すなわち、流量制御部５３は、吸気通路７２から加圧空気導入部５０側への吸気の流量を制御するフローリミッタである。 Therefore, in the third reference example , the volume of the pressurized air introduction unit 50 is increased by installing the reservoir 52. As a result, the high-pressure air introduced from the intake passage 72 is stored in the reservoir 52 in addition to the pressurized air introduction unit 50. Therefore, in the third reference example , the high-pressure air stored in the reservoir 52 can be supplied during the injection of the additive, and the atomization of the additive can be continuously promoted regardless of the operating state of the engine 11. it can.
( One embodiment)
An exhaust purification system according to an embodiment of the present invention is shown in FIG.
In one embodiment shown in FIG. 7, the pressurized air introduction portion 50 for the exhaust gas purification system 10 has a flow rate control unit 53. When the flow rate of the air supplied from the intake passage 72 to the pressurized air introduction unit 50 becomes larger than a predetermined value, the flow rate control unit 53 blocks the introduction of high-pressure air into the pressurized air introduction unit 50. That is, the flow rate control unit 53 is a flow limiter that controls the flow rate of intake air from the intake passage 72 to the pressurized air introduction unit 50 side.

例えば加圧空気導入部５０の損傷などにより、加圧空気導入部５０において空気漏れが生じると、吸気通路７２から導入された空気は加圧空気導入部５０から外部へ放出される。そのため、過給器４０で加圧された吸気はエンジン１１側へ供給されず、過給器４０の過給圧は低下する。その結果、エンジン１１は、所定の出力を発揮できないおそれがある。   For example, when air leakage occurs in the pressurized air introduction part 50 due to damage of the pressurized air introduction part 50 or the like, the air introduced from the intake passage 72 is released from the pressurized air introduction part 50 to the outside. Therefore, the intake air pressurized by the supercharger 40 is not supplied to the engine 11 side, and the supercharging pressure of the supercharger 40 decreases. As a result, the engine 11 may not be able to exert a predetermined output.

そこで、一実施形態では、吸気通路７２から加圧空気導入部５０側へ導入される吸気の流量が過大になると、その導入を遮断する。これにより、過給器４０による過給圧の低下は低減される。したがって、エンジン１１の出力を安定して維持することができる。
以上説明したように、本発明は、上記実施形態に限定されるものではなく、その要旨を逸脱しない範囲で種々の実施形態に適用可能である。 Therefore, in one embodiment, when the flow rate of the intake air introduced from the intake passage 72 to the pressurized air introduction unit 50 becomes excessive, the introduction is blocked. Thereby, the fall of the supercharging pressure by the supercharger 40 is reduced. Therefore, the output of the engine 11 can be stably maintained.
As described above, the present invention is not limited to the above embodiment, and can be applied to various embodiments without departing from the scope of the invention.

本発明の第１参考例による排気浄化システムを示す概略図。Schematic which shows the exhaust gas purification system by the 1st reference example of this invention. 添加剤噴射弁に供給される空気の圧力と噴射される添加剤の液滴の粒径との関係を示す模式図。The schematic diagram which shows the relationship between the pressure of the air supplied to an additive injection valve, and the particle size of the droplet of the additive injected. 本発明の第２参考例による排気浄化システムを示す概略図。Schematic which shows the exhaust gas purification system by the 2nd reference example of this invention. エンジン回転数および出力トルクと過給圧との関係を示す模式図。The schematic diagram which shows the relationship between an engine speed and output torque, and a supercharging pressure. （Ａ）はエンジンの運転期間に対するＮＯｘ還元触媒に吸蔵されるＮＯｘの吸蔵量の変化を示す模式図であり、（Ｂ）はエンジンの運転期間に対する過給圧および添加剤噴射弁へ供給される空気の供給圧の変化を示す模式図。(A) is a schematic diagram showing changes in the amount of NOx stored in the NOx reduction catalyst with respect to the engine operation period, and (B) is supplied to the supercharging pressure and additive injection valve with respect to the engine operation period. The schematic diagram which shows the change of the supply pressure of air. 本発明の第３参考例による排気浄化システムを示す概略図。Schematic which shows the exhaust gas purification system by the 3rd reference example of this invention. 本発明の一実施形態による排気浄化システムを示す概略図。 1 is a schematic diagram showing an exhaust purification system according to an embodiment of the present invention.

符号の説明Explanation of symbols

１０：排気浄化システム（排気浄化装置）、１１：エンジン（内燃機関）、２０：浄化部、３０：添加剤噴射弁（添加剤供給手段、添加剤供給装置）、４０：過給器、４１：タービン、４２：コンプレッサ、５０：加圧空気導入部（添加剤供給装置）、５１：チェック弁、５２：リザーバ、５３：流量制御部、６０：排気系、７０：吸気系   10: exhaust purification system (exhaust purification device), 11: engine (internal combustion engine), 20: purification unit, 30: additive injection valve (additive supply means, additive supply device), 40: supercharger, 41: Turbine, 42: Compressor, 50: Pressurized air introduction unit (additive supply device), 51: Check valve, 52: Reservoir, 53: Flow control unit, 60: Exhaust system, 70: Intake system

Claims (6)

内燃機関の排気系に設けられ、排気を浄化する浄化部と、
前記排気系の前記浄化部よりも前記内燃機関側に設けられ、前記排気系を流れる排気に前記浄化部の機能を発揮させる添加剤を供給する添加剤供給手段と、
前記排気系を流れる排気によって駆動され前記内燃機関の吸気系を流れる吸気を過給する過給器よりも前記吸気系の前記内燃機関側から前記添加剤供給手段へ、前記過給器で加圧された空気を導入する加圧空気導入部と、
を備え、
前記加圧空気導入部は、
前記吸気系側の端部に前記吸気系からの空気の導入を許容し、前記添加剤供給手段側から前記吸気系への空気の流れを遮断するチェック弁と、
前記吸気系と前記添加剤供給手段との間に加圧された空気を蓄えるリザーバと、
前記吸気系から前記添加剤供給手段側へ導入される空気の流量が所定値よりも大きくなると、前記吸気系から前記添加剤供給手段側への空気の導入を遮断する流量制御部と、
を有する排気浄化装置。 A purification unit provided in an exhaust system of the internal combustion engine for purifying exhaust;
An additive supply means that is provided closer to the internal combustion engine than the purification unit of the exhaust system, and that supplies an additive that exerts the function of the purification unit to the exhaust gas flowing through the exhaust system;
The supercharger is pressurized by the supercharger from the internal combustion engine side of the intake system to the additive supply means rather than a supercharger that is driven by exhaust gas flowing through the exhaust system and supercharges intake air flowing through the intake system of the internal combustion engine A pressurized air introduction section for introducing the air that has been discharged;
Equipped with a,
The pressurized air introduction part is
A check valve that allows air from the intake system to be introduced into an end portion on the intake system side, and blocks the flow of air from the additive supply means side to the intake system;
A reservoir for storing pressurized air between the intake system and the additive supply means;
When the flow rate of air introduced from the intake system to the additive supply means side is greater than a predetermined value, a flow rate control unit that blocks introduction of air from the intake system to the additive supply means side;
Exhaust gas purification device having a. 前記流量制御部は、前記チェック弁の下流、かつ、前記リザーバの上流に設けられることを特徴とする請求項１に記載の排気浄化装置。The exhaust gas purification apparatus according to claim 1, wherein the flow rate control unit is provided downstream of the check valve and upstream of the reservoir. 内燃機関の排気系に設けられている浄化部に前記浄化部の機能を発揮させる添加剤を添加する添加剤供給装置であって、An additive supply device for adding an additive for exerting the function of the purification unit to a purification unit provided in an exhaust system of an internal combustion engine,
前記排気系の前記浄化部よりも前記内燃機関側に設けられ、前記排気系を流れる排気に前記添加剤を噴射する添加剤噴射弁と、An additive injection valve that is provided closer to the internal combustion engine than the purification unit of the exhaust system and injects the additive into the exhaust flowing through the exhaust system;
前記排気系を流れる排気によって駆動され前記内燃機関の吸気系を流れる吸気を過給する過給器よりも前記吸気系の前記内燃機関側から前記添加剤噴射弁へ、前記過給器で加圧された空気を導入する加圧空気導入部と、The supercharger is pressurized from the internal combustion engine side of the intake system to the additive injection valve rather than a supercharger that is driven by exhaust gas flowing through the exhaust system and supercharges intake air flowing through the intake system of the internal combustion engine. A pressurized air introduction section for introducing the air that has been discharged;
を備え、With
前記加圧空気導入部は、The pressurized air introduction part is
前記吸気系側の端部に前記吸気系からの空気の導入を許容し、前記添加剤供給手段側から前記吸気系への空気の流れを遮断するチェック弁と、A check valve that allows air from the intake system to be introduced into an end portion on the intake system side, and blocks the flow of air from the additive supply means side to the intake system;
前記吸気系と前記添加剤供給手段との間に加圧された空気を蓄えるリザーバと、A reservoir for storing pressurized air between the intake system and the additive supply means;
前記吸気系から前記添加剤供給手段側へ導入される空気の流量が所定値よりも大きくなると、前記吸気系から前記添加剤供給手段側への空気の導入を遮断する流量制御部と、When the flow rate of air introduced from the intake system to the additive supply means side is greater than a predetermined value, a flow rate control unit that blocks introduction of air from the intake system to the additive supply means side;
を有する添加剤供給装置。An additive supply device. 前記流量制御部は、前記チェック弁の下流、かつ、前記リザーバの上流に設けられることを特徴とする請求項３に記載の添加剤供給装置。The additive supply device according to claim 3, wherein the flow rate control unit is provided downstream of the check valve and upstream of the reservoir. 内燃機関の排気系に設けられ、排気を浄化する浄化部と、A purification unit provided in an exhaust system of the internal combustion engine for purifying exhaust;
前記排気系の前記浄化部よりも前記内燃機関側に設けられ、前記排気系を流れる排気に前記浄化部の機能を発揮させる添加剤を供給する添加剤供給手段と、An additive supply means that is provided closer to the internal combustion engine than the purification unit of the exhaust system, and that supplies an additive that exerts the function of the purification unit to the exhaust gas flowing through the exhaust system;
前記排気系に設けられ前記排気系を流れる排気によって駆動されるタービン、および前記内燃機関の吸気系に設けられ前記タービンによって駆動されるコンプレッサを有し、前記吸気系を流れる吸気を加圧して過給する過給器と、A turbine provided in the exhaust system and driven by exhaust flowing in the exhaust system; and a compressor provided in the intake system of the internal combustion engine and driven by the turbine. A supercharger to supply,
前記コンプレッサよりも前記内燃機関側から前記添加剤供給手段へ、前記過給器で加圧された空気を導入する加圧空気導入部と、A pressurized air introduction section for introducing air pressurized by the supercharger from the internal combustion engine side to the additive supply means than the compressor;
を備え、With
前記加圧空気導入部は、The pressurized air introduction part is
前記吸気系側の端部に前記吸気系からの空気の導入を許容し、前記添加剤供給手段側から前記吸気系への空気の流れを遮断するチェック弁と、A check valve that allows air from the intake system to be introduced into an end portion on the intake system side, and blocks the flow of air from the additive supply means side to the intake system;
前記吸気系と前記添加剤供給手段との間に加圧された空気を蓄えるリザーバと、A reservoir for storing pressurized air between the intake system and the additive supply means;
前記吸気系から前記添加剤供給手段側へ導入される空気の流量が所定値よりも大きくなると、前記吸気系から前記添加剤供給手段側への空気の導入を遮断する流量制御部と、When the flow rate of air introduced from the intake system to the additive supply means side is greater than a predetermined value, a flow rate control unit that blocks introduction of air from the intake system to the additive supply means side;
を有する内燃機関の排気浄化システム。An exhaust gas purification system for an internal combustion engine. 前記流量制御部は、前記チェック弁の下流、かつ、前記リザーバの上流に設けられることを特徴とする請求項５に記載の内燃機関の排気浄化システム。6. The exhaust gas purification system for an internal combustion engine according to claim 5, wherein the flow rate control unit is provided downstream of the check valve and upstream of the reservoir.
JP2006167126A 2006-06-16 2006-06-16 Exhaust purification device, additive supply device, and exhaust purification system for internal combustion engine Expired - Fee Related JP4280934B2 (en)

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JP2006167126A JP4280934B2 (en) 2006-06-16 2006-06-16 Exhaust purification device, additive supply device, and exhaust purification system for internal combustion engine
US11/797,959 US20070289289A1 (en) 2006-06-16 2007-05-09 Exhaust emission purifier with additive feeder unit and pressurized air introducer unit
FR0755673A FR2902456B1 (en) 2006-06-16 2007-06-12 EXHAUST EMISSION PURIFIER WITH ADDITIVE SUPPLY UNIT AND PRESSURE AIR INTAKE UNIT.
DE102007000333.3A DE102007000333B4 (en) 2006-06-16 2007-06-14 Exhaust emission purifier, additive supply device and exhaust gas purification system

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DE102007000333B4 (en) 2014-02-20
JP2007332901A (en) 2007-12-27
FR2902456A1 (en) 2007-12-21
DE102007000333A1 (en) 2007-12-20
US20070289289A1 (en) 2007-12-20
FR2902456B1 (en) 2013-08-16

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