JPH0354312A - Purifucattion method and device of exhaust gas - Google Patents
Purifucattion method and device of exhaust gasInfo
- Publication number
- JPH0354312A JPH0354312A JP1187550A JP18755089A JPH0354312A JP H0354312 A JPH0354312 A JP H0354312A JP 1187550 A JP1187550 A JP 1187550A JP 18755089 A JP18755089 A JP 18755089A JP H0354312 A JPH0354312 A JP H0354312A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- catalyst
- carrier
- catalytic converter
- exhaust
- 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.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims description 6
- 230000003197 catalytic effect Effects 0.000 claims abstract description 14
- 238000000746 purification Methods 0.000 claims abstract description 14
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 3
- 230000000694 effects Effects 0.000 claims description 9
- 239000003054 catalyst Substances 0.000 abstract description 30
- 239000000498 cooling water Substances 0.000 abstract description 4
- 239000011521 glass Substances 0.000 abstract description 4
- 238000010438 heat treatment Methods 0.000 abstract description 2
- 231100000614 poison Toxicity 0.000 abstract description 2
- 230000003247 decreasing effect Effects 0.000 abstract 1
- 230000007096 poisonous effect Effects 0.000 abstract 1
- 239000000446 fuel Substances 0.000 description 6
- 231100000331 toxic Toxicity 0.000 description 5
- 230000002588 toxic effect Effects 0.000 description 5
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 4
- 230000007423 decrease Effects 0.000 description 3
- 229940090044 injection Drugs 0.000 description 3
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 230000003647 oxidation Effects 0.000 description 3
- 238000007254 oxidation reaction Methods 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- 229910052697 platinum Inorganic materials 0.000 description 2
- 229910001220 stainless steel Inorganic materials 0.000 description 2
- 239000010935 stainless steel Substances 0.000 description 2
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000003912 environmental pollution Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 230000001678 irradiating effect Effects 0.000 description 1
- WABPQHHGFIMREM-UHFFFAOYSA-N lead(0) Chemical compound [Pb] WABPQHHGFIMREM-UHFFFAOYSA-N 0.000 description 1
- 230000031700 light absorption Effects 0.000 description 1
- 238000002844 melting Methods 0.000 description 1
- 230000008018 melting Effects 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 238000006722 reduction reaction Methods 0.000 description 1
- 238000009877 rendering Methods 0.000 description 1
- 229910052703 rhodium Inorganic materials 0.000 description 1
- 239000010948 rhodium Substances 0.000 description 1
- MHOVAHRLVXNVSD-UHFFFAOYSA-N rhodium atom Chemical compound [Rh] MHOVAHRLVXNVSD-UHFFFAOYSA-N 0.000 description 1
- 239000003440 toxic substance Substances 0.000 description 1
- 238000010792 warming Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
-
- 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
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【発明の詳細な説明】
く産業上の利用分野〉
本発明は排気ガス浄化装置に係り、詳しくは始動直後な
どにおける浄化効率を高める技術に関する．
く従来の技術〉
自動車の排気系には、排気ガス中の有毒或分（Ｃｏ，Ｈ
Ｃ，ＮＯｘなど）を減少させるために、酸化触媒コンバ
ータや三元触媒コンバータがその管路中に取り付けられ
ることが多い．これらの触媒コンバータ（以下、触媒）
は金属やセラミック製の担体の表面にプラチナやロジウ
ムなどをコーティングしたもので、有毒成分がこの触媒
を通過する際に酸化反応や還元反応を起こし無害化され
るのである。DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an exhaust gas purification device, and specifically relates to a technique for increasing purification efficiency immediately after startup. Conventional technology> The exhaust system of automobiles contains toxic substances (Co, H) in the exhaust gas.
Oxidation catalytic converters or three-way catalytic converters are often installed in the pipes in order to reduce the amount of carbon dioxide (C, NOx, etc.). These catalytic converters (hereinafter referred to as catalysts)
is a metal or ceramic carrier whose surface is coated with platinum, rhodium, etc. When toxic components pass through this catalyst, oxidation and reduction reactions occur, rendering them harmless.
触媒はその性質上、混合気の空燃比や排気ガスの温度（
以下、排気温〉によりその作用（浄化効率）が変動し、
三元触媒においては前者が理論空燃比（ストイキオ）近
傍で、後者が通常運転時で最大値を示すように製作され
ている。したがって、埋論空燃比を維持するためには０
２センサを採用して燃料の噴射量をリアルタイムに制御
する電子制御式燃料噴射制御装置（ Ｅ Ｃ Ｉ ：
Ｅｌｅｃｔｒｏｎｉｃ Ｃ−ｏｎｔｒｏｅｄ Ｉｎｊｅ
ｃｔｉｏｎ ）などが採用されている．ところが、排気
温は暖＠（ウ才一ムアップ）終了後にはアイドル運転か
ら高速走行に至るまで所定の範囲に納まるものの、始動
直後など機関温度が低いいわゆる冷間時には当然に低く
なり、有毒戒分（特に、ＨＣおよびＣｏ）の浄化効率が
低下する．この問題を解決すべく従来より触媒を排気温
の高いエキゾーストマニホールド付近に設置したり、触
媒自体に電気ヒータを組み込んだりといった方法が考え
られてきた．前者は乗用車の一部において既に実用化さ
れており、後者については試験段階である．
く発明が解決しようとする課題〉
ところで、上述した触媒を排気温の高いエキゾーストマ
ニホールド付近に設置する方法を採った場合、背圧が高
くなって機関出力が低下する他、全開走行時などには排
気温が非常に高くなり触媒の劣化を早めるなど別種の問
題もあった．
また、触媒自体に電気ヒータを組み込む方法については
、加熱に時間が掛かるため始動直後には間に合わないこ
とと、大きな電気エネルギーを必要とするため大容量の
バッテリーを用いなければ冷間時の始動が特に困難にな
るという２つの重大な欠点があった．更に、この方法に
はコスト高．ｔＲ造複雑，低信頼性（漏電、断線などが
多い）など種々の難点があり、実用化には程遠い現状で
あった．本発明は上記状況に鑑みなされたもので、単純
且つ安価な構成を採りながら触媒あるいは排気ガスを速
やかに加熱する手段を提供し、もって有毒成分の排出量
を低減することを目的とする．
く課題を解決するための手段〉
そこで、本発明ではこの課題を解決するために、排気管
路中に触媒コンバータを設けて排気ガスの浄化を行う排
気ガス浄化装置において、当該触媒コンバータの冷間時
における活性を高めるべく、当該触媒コンバータの上流
側に光エネルギーを供給するようにしたのである．
〈実施例〉
本発明の一実施例を図面に基づき具体的に説明する．
第１図には本発明に係る排気ガスの浄化装置を採用した
自動車の排気系の１実施例を簡略に示し、第２図には第
１図中Ａ部の拡大断面を示してある．また、第３図には
この実施例の制御フローチャートを示し、第４図にはこ
の実施例の効果をグラフにより示してある．第１図にお
いて、エンジン１の前面にはエキゾーストマニホールド
２が接続し、その下端にはフレキシブルバイブ３を具え
た略Ｌ字形状のフロントエキゾーストバイブ（以下、フ
ロントパイプ）４が接続している．フロントパイブ４の
後端には触媒５が接続し、触媒５の後方には更にブリマ
フラ６ センタエキゾーストバイブ（以下、センタバイ
ブ）７を介して図示しない車体後端のメインマフラが接
続している．尚、本実施例における触媒５は三元触媒で
ある．
本実施例における触媒５は第２図に示すように、プラチ
ナなどをコーティングしたハニカム状の担体８の穴を軸
方向（排気流方向）に配置したいわゆるモノリス形であ
る．担体８の表面は光エネルギーを吸収しやすくするた
め黒色に塗装されており、ステンレスメッシ二製の支持
体９を介してステンレス製のシェル１０内に納められて
いる．図中、１１はヒートインシュレー夕の作用を有゛
するカバーであり、ｌ２は触媒５通過後の排気温を測定
する排気温センサである。この排気温センサ１２は触媒
の溶損などを防止するための公知の高温センサとは異な
り、触媒が活性化される排気温を検出してにより信号を
発するものである。 第２図において、シェル１ｏはそ
の前部が２層となっており、下面には円形の切り欠き１
０ａが形成されている。そして、この切り欠き１０ａに
耐熱製のガラス意１３が嵌め込まれている。一方、カバ
ーエ１にも同一部位に円形の切り欠きｌｌａが形成され
、この切り欠きｌｌａに光エネルギー照射装置たる高出
力の赤外線を照射する発光ダイオード装置（以下、ＬＥ
Ｄ）１４が取り付けられている，ＬＥＤ１４は、発光時
に担体８の前面を照射すると共に、担体８に流入する排
気ガスをも照射する方向に取り付けられている．尚、図
中１４ａは図示しない制御装置がらの電力を受けるリー
ド線であり、１５はＬＥＤ１４の締結に供されるナット
である．
以下、本発明の作用を述べる．
エンジンｌが始動されると図示しないＴＤＣセンサなど
の信号を受けて、第３図のフローチャートに示す制御が
開始される．この制御はエンジン１の１サイクル毎に行
ってもよいし、カウンタなどにより数１０サイクル毎に
行ってもよい．尚、エンジン１は燃料噴射や点火時期を
電子的に制御する型式のもので、この制御もエンジン全
体の制御を行う図示しない電子制御ユニット（以下、Ｅ
ＣＵ：Ｅｌｅｃ−ｉｒｏｎｉｃ Ｃｏｎｔｒｏｌ Ｕｎ
ｉｔ）によりなされる．ＥＣＵでは制御を開始すると、
まず図示しない水温センサにより冷却水温く以下、ＷＴ
Ｗａｔｅｒ Ｔｅｍｐａｒａｔｕｒｅ）を検出すると共
に、前述の排気温センサｌ２により排気温く以下、Ｗ，
： Ｅｘｈａｕｓｔ Ｔｅｍｐａｒａｔｕｒｅ
）を検出する．次に、これらの温度Ｗエ，ＷＥをそれぞ
れに対する設定温度Ｗ。，ｗｏ’と比較する．設定温度
Ｗ。，ｗｏ’は触媒５が自体で十分活性化される温度で
あり、実験などにより求められる．
次に、ＥＣＵ内ではＷＴ ＞ＷＯ且つＷＥ＞Ｗｏ”であ
るかどうかを判定する。そして、ＷＴ≦ＷｏあるいはＷ
，≦Ｗｏ゛である場合には、ＥＣＵ内のスイッチがＯＮ
状態となり、触媒５に設けられたＬＥＤ １ ４に電力
が供給される。前述したように、ＬＥＤ１４は発光時に
ガラス窓１３を介して担体８前面の表面と担体８に流入
する排気ガスとを照射するため，これらは瞬時に加熱さ
れる．その結果、浄化効率が通常走行時と同様に高くな
るまでの時間が短縮され、有毒或分の排出が低減される
のである．尚、第４図において実線と破線とにより示し
たものが、従来の装置と本実施例におけるそれぞれの浄
化効率と触媒温度である．
一方、暖機運転が終了してＷエ〉Ｗｏ且つＷＥ ＞Ｗｏ
’ となると、ＥＣＵ内の上述したスイッチがＯＦＦ
状態となり、ＬＥＤ１４への電力供給が停止される．こ
の時点では、もはや触媒５が自体で十分活性化しており
、ＬＥＤ１４による照射は不要となる．
このように、本実施例では冷却水温あるいは排気温に応
じてＬＥＤ１４によって担体８及び担体８に流入する排
気ガスを加熱するようにしたため、始動直後がら排気ガ
ス中の有毒成分を減少することができるようになった．
以上で実施例の説明を終えるが、本発明はこの実施例に
限るものではない．例えば、光エネルギーとしてレーザ
ーなどＬＥＤ１４以外のものを用いてもよいし、温度検
出の対象を冷却水温や排気温のどちらが一方としたり、
これら以外のものくシェル外面の温度）などとしてもよ
い．また、温度による制御を行わず、常時光エネルギー
を照射するようにしてもよいし、光エネルギーを排気ガ
スと触媒とのどちらか一方に照射するようにしてもよい
．更に、本実施例における触媒５は三元触媒としたが、
酸化触媒を用いてもよい．
〈発明の効果〉
本発明によれば、光エネルギーを排気ガスや触媒に照射
して触媒の冷間時における活性を高めるようにしたため
、簡便且つ低コストな装置を用いながら冷間時における
触媒の活性を高めることができるようになった．その４
結果、始動直後から触媒の浄化効率が高まり、排気ガス
中の有嘉成分による環境汚染が減少される．Due to its nature, the catalyst is sensitive to the air-fuel ratio of the mixture and the temperature of the exhaust gas (
Below, the effect (purification efficiency) varies depending on the exhaust temperature,
A three-way catalyst is manufactured so that the former is close to the stoichiometric air-fuel ratio (stoichiometry), and the latter is at its maximum value during normal operation. Therefore, in order to maintain the buried theoretical air-fuel ratio,
An electronic fuel injection control device (ECI) that uses two sensors to control the amount of fuel injected in real time.
Electronic C-ontroed Inje
ction) etc. have been adopted. However, although the exhaust temperature remains within the specified range from idling to high-speed driving after warming up, it naturally decreases during so-called cold periods when the engine temperature is low, such as immediately after startup, and becomes a toxic precept. (especially HC and Co) purification efficiency decreases. In order to solve this problem, methods have been considered in the past, such as installing the catalyst near the exhaust manifold, where the exhaust gas temperature is high, or incorporating an electric heater into the catalyst itself. The former is already in practical use in some passenger cars, while the latter is in the testing stage. Problems to be Solved by the Invention> By the way, if the above-mentioned catalyst is installed near the exhaust manifold where exhaust temperature is high, back pressure will increase and engine output will decrease, and when driving at full throttle, etc. There were other problems as well, such as the extremely high exhaust temperature, which accelerated the deterioration of the catalyst. In addition, with regard to the method of incorporating an electric heater into the catalyst itself, it takes time to heat up, so it cannot be used immediately after startup, and since it requires a large amount of electrical energy, it cannot be started when cold unless a large capacity battery is used. There were two major drawbacks that made it particularly difficult. Furthermore, this method is costly. It had various problems such as complicated construction and low reliability (frequent leakage, disconnection, etc.), and was far from being put into practical use. The present invention was made in view of the above situation, and an object of the present invention is to provide a means for quickly heating a catalyst or exhaust gas while employing a simple and inexpensive configuration, thereby reducing the amount of toxic components emitted. Means for Solving the Problem> Therefore, in order to solve this problem, the present invention provides an exhaust gas purification device that purifies exhaust gas by providing a catalytic converter in the exhaust pipe. In order to increase the activity of the catalytic converter, light energy was supplied to the upstream side of the catalytic converter. <Example> An example of the present invention will be explained in detail based on the drawings. FIG. 1 schematically shows an embodiment of an automobile exhaust system employing an exhaust gas purification device according to the present invention, and FIG. 2 shows an enlarged cross-section of section A in FIG. Further, FIG. 3 shows a control flowchart of this embodiment, and FIG. 4 shows the effects of this embodiment in a graph. In FIG. 1, an exhaust manifold 2 is connected to the front of an engine 1, and a substantially L-shaped front exhaust vibe (hereinafter referred to as a front pipe) 4 having a flexible vibe 3 is connected to the lower end of the exhaust manifold 2. A catalyst 5 is connected to the rear end of the front pipe 4, and a main muffler (not shown) at the rear end of the vehicle body is connected to the rear of the catalyst 5 via a bridge muffler 6 and a center exhaust vibe (hereinafter referred to as center vibe) 7. Note that the catalyst 5 in this example is a three-way catalyst. As shown in FIG. 2, the catalyst 5 in this embodiment has a so-called monolith shape in which holes are arranged in the axial direction (exhaust flow direction) in a honeycomb-shaped carrier 8 coated with platinum or the like. The surface of the carrier 8 is painted black to facilitate the absorption of light energy, and is housed in a stainless steel shell 10 via a stainless steel mesh support 9. In the figure, 11 is a cover that functions as a heat insulator, and 12 is an exhaust temperature sensor that measures the exhaust gas temperature after passing through the catalyst 5. This exhaust temperature sensor 12 is different from a known high temperature sensor for preventing melting of the catalyst, and is designed to detect the exhaust temperature at which the catalyst is activated and generate a signal. In Figure 2, the front part of the shell 1o has two layers, and the lower surface has a circular notch 1.
0a is formed. A heat-resistant glass cap 13 is fitted into this notch 10a. On the other hand, a circular notch lla is formed in the same part of the cover area 1, and a light emitting diode device (hereinafter referred to as LE), which irradiates high-output infrared rays as a light energy irradiation device, is installed in this notch lla.
D) 14 is attached, and the LED 14 is attached in such a direction that it not only irradiates the front surface of the carrier 8 when emitting light, but also irradiates the exhaust gas flowing into the carrier 8. In the figure, 14a is a lead wire that receives power from a control device (not shown), and 15 is a nut used to fasten the LED 14. The effects of the present invention will be described below. When the engine 1 is started, a signal from a TDC sensor (not shown) is received, and the control shown in the flowchart of FIG. 3 is started. This control may be performed every cycle of the engine 1, or may be performed every several tens of cycles using a counter or the like. The engine 1 is of a type that electronically controls fuel injection and ignition timing, and this control is also performed by an electronic control unit (hereinafter referred to as E) that controls the entire engine.
CU: Elec-ironic Control Un
It is done by When the ECU starts controlling,
First, a water temperature sensor (not shown) measures the cooling water temperature below WT.
At the same time, the temperature of the exhaust gas is detected by the aforementioned exhaust temperature sensor l2.
: Exhaust Temperature
) is detected. Next, set temperature W for each of these temperatures W and WE. , wo'. Set temperature W. , wo' is the temperature at which the catalyst 5 is sufficiently activated by itself, and is determined through experiments. Next, the ECU determines whether WT > WO and WE >Wo''. Then, WT≦Wo or W
,≦Wo゛, the switch in the ECU is turned on.
state, and power is supplied to the LEDs 1 4 provided on the catalyst 5. As described above, when the LED 14 emits light, it irradiates the front surface of the carrier 8 and the exhaust gas flowing into the carrier 8 through the glass window 13, so that these are instantaneously heated. As a result, the time it takes for purification efficiency to reach the same level as during normal driving is shortened, and toxic emissions are reduced. In addition, what is shown by the solid line and the broken line in FIG. 4 is the purification efficiency and catalyst temperature of the conventional device and this example. On the other hand, after the warm-up operation is completed, W〉Wo and WE >Wo
', the above-mentioned switch in the ECU turns OFF.
state, and power supply to the LED 14 is stopped. At this point, the catalyst 5 is already sufficiently activated by itself, and irradiation by the LED 14 is no longer necessary. In this way, in this embodiment, the carrier 8 and the exhaust gas flowing into the carrier 8 are heated by the LED 14 according to the cooling water temperature or the exhaust temperature, so that the toxic components in the exhaust gas can be reduced immediately after starting. It became so.
This concludes the description of the embodiment, but the present invention is not limited to this embodiment. For example, you may use something other than the LED 14, such as a laser, as the light energy, or you may choose to detect either the cooling water temperature or the exhaust temperature as the object of temperature detection.
Other values than these may also be used, such as the temperature of the outer surface of the shell. Alternatively, light energy may be constantly irradiated without temperature control, or light energy may be irradiated onto either the exhaust gas or the catalyst. Furthermore, although the catalyst 5 in this example was a three-way catalyst,
An oxidation catalyst may also be used. <Effects of the Invention> According to the present invention, the activity of the catalyst in the cold state is increased by irradiating the exhaust gas and the catalyst with light energy. It is now possible to increase activity. Part 4: As a result, the purification efficiency of the catalyst increases immediately after engine startup, and environmental pollution caused by the Aika component in the exhaust gas is reduced.
第１図は本発明に係る排気ガスの浄化装置を採用した自
動車の排気系の１実施例を示す概略図であり、第２図は
第１図中Ａ部の拡大断面である．また、第３図はこの実
施例の制御フローチャートであり、第４図はこの実施例
の効果を示すグラフである。
図中、
１はエンジン、
２はエキゾーストマニホールド、
４はフロントエキゾーストバイブ、
５は触媒コンバータ、
８は担体、
１０はシェル、
１１はカバー
１２は排気温センサ、
１３はガラス窓、
１４は発光ダイオード装置である。
特
許
出
願
人
三菱自動車工業株式会社
代
埋
人FIG. 1 is a schematic view showing one embodiment of an automobile exhaust system employing an exhaust gas purification device according to the present invention, and FIG. 2 is an enlarged cross-sectional view of section A in FIG. 1. Further, FIG. 3 is a control flowchart of this embodiment, and FIG. 4 is a graph showing the effects of this embodiment. In the figure, 1 is the engine, 2 is the exhaust manifold, 4 is the front exhaust vibe, 5 is the catalytic converter, 8 is the carrier, 10 is the shell, 11 is the cover 12 is the exhaust temperature sensor, 13 is the glass window, 14 is the light emitting diode device It is. Patent applicant: Mitsubishi Motors Corporation
Claims (2)
浄化を行う排気ガス浄化装置において、当該触媒コンバ
ータの冷間時における活性を高めるべく、当該触媒コン
バータの上流側に光エネルギーを供給するようにしたこ
とを特徴とする排気ガスの浄化方法。(1) In an exhaust gas purification device that purifies exhaust gas by installing a catalytic converter in the exhaust pipe, light energy is supplied to the upstream side of the catalytic converter in order to increase the activity of the catalytic converter when it is cold. A method for purifying exhaust gas characterized by:
浄化を行う排気ガス浄化装置において、当該触媒コンバ
ータの冷間時における活性を高めるべく、当該触媒コン
バータと前記排気ガスとの少なくとも一方に光エネルギ
ーを照射する光エネルギー照射装置を具えたことを特徴
とする排気ガス浄化装置。(2) In an exhaust gas purification device that purifies exhaust gas by installing a catalytic converter in the exhaust pipe, at least one of the catalytic converter and the exhaust gas is An exhaust gas purification device characterized by comprising a light energy irradiation device that irradiates light energy.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1187550A JPH0354312A (en) | 1989-07-21 | 1989-07-21 | Purifucattion method and device of exhaust gas |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1187550A JPH0354312A (en) | 1989-07-21 | 1989-07-21 | Purifucattion method and device of exhaust gas |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0354312A true JPH0354312A (en) | 1991-03-08 |
Family
ID=16208043
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1187550A Pending JPH0354312A (en) | 1989-07-21 | 1989-07-21 | Purifucattion method and device of exhaust gas |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0354312A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5778664A (en) * | 1996-09-20 | 1998-07-14 | Battelle Memorial Institute | Apparatus for photocatalytic destruction of internal combustion engine emissions during cold start |
| KR20030012150A (en) * | 2001-07-30 | 2003-02-12 | 채재우 | disel engine PM trap automatic regeneration device of using infrared |
| KR100512283B1 (en) * | 2002-03-28 | 2005-09-05 | 주식회사 엔토피아하이텍 | automatic decrease device of disel engine particle substrate of using infrared rays |
| WO2006026258A1 (en) * | 2004-08-27 | 2006-03-09 | Battelle Memorial Institute | Infrared heat regeneration device and method |
-
1989
- 1989-07-21 JP JP1187550A patent/JPH0354312A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5778664A (en) * | 1996-09-20 | 1998-07-14 | Battelle Memorial Institute | Apparatus for photocatalytic destruction of internal combustion engine emissions during cold start |
| KR20030012150A (en) * | 2001-07-30 | 2003-02-12 | 채재우 | disel engine PM trap automatic regeneration device of using infrared |
| KR100512283B1 (en) * | 2002-03-28 | 2005-09-05 | 주식회사 엔토피아하이텍 | automatic decrease device of disel engine particle substrate of using infrared rays |
| WO2006026258A1 (en) * | 2004-08-27 | 2006-03-09 | Battelle Memorial Institute | Infrared heat regeneration device and method |
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