US20090025369A1 - Exhaust Purification Device of Compression Ignition Type Internal Combustion Engine - Google Patents

Exhaust Purification Device of Compression Ignition Type Internal Combustion Engine Download PDF

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Publication number
US20090025369A1
US20090025369A1 US12/223,593 US22359308A US2009025369A1 US 20090025369 A1 US20090025369 A1 US 20090025369A1 US 22359308 A US22359308 A US 22359308A US 2009025369 A1 US2009025369 A1 US 2009025369A1
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United States
Prior art keywords
exhaust gas
trap catalyst
engine
catalyst
trap
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Abandoned
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US12/223,593
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English (en)
Inventor
Kohei Yoshida
Hiromasa Nishioka
Kotaro Hayashi
Takamitsu Asanuma
Shinya Hirota
Hiroshi Otsuki
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ASANUMA, TAKAMITSU, HAYASHI, KOTARO, HIROTA, SHINYA, NISHIOKA, HIROMASA, OTSUKI, HIROSHI, YOSHIDA, KOHEI
Publication of US20090025369A1 publication Critical patent/US20090025369A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/085—Sulfur or sulfur oxides
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0885—Regeneration of deteriorated absorbents or adsorbents, e.g. desulfurization of NOx traps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2257/00—Components to be removed
    • B01D2257/30—Sulfur compounds
    • B01D2257/302—Sulfur oxides
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2258/00—Sources of waste gases
    • B01D2258/01—Engine exhaust gases
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/43—Engines
    • B60Y2400/435—Supercharger or turbochargers
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/04—Sulfur or sulfur oxides
    • 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
    • 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
    • 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
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • 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
    • Y02T10/40—Engine management systems
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to an exhaust purification device of a compression ignition type internal combustion engine.
  • an internal combustion engine arranging in an engine exhaust passage an NO X storage catalyst storing NO X contained in exhaust gas when the air-fuel ratio of the inflowing exhaust gas is lean and releasing the stored NO X when the air-fuel ratio of the inflowing exhaust gas becomes a stoichiometric air-fuel ratio or rich.
  • NO X formed when burning fuel under a lean air-fuel ratio is stored in the NO X storage catalyst.
  • the NO X storage catalyst approaches saturation of the NO X storage ability, the air-fuel ratio of the exhaust gas is temporarily made rich, whereby NO X is released from the NO X storage catalyst and reduced.
  • the exhaust gas also contains SO X .
  • This SO X is stored together with the NO X in the NO X storage catalyst.
  • This SO X is not released from the NO X storage catalyst by just making the exhaust gas a rich air-fuel ratio. Therefore, the amount of SO X stored in the NO X storage catalyst gradually increases. As a result, the storable NO X amount ends up gradually decreasing.
  • the SO X trap catalyst can be regenerated by raising the temperature of the SO X trap catalyst.
  • the amount of SO X trapped by this SO X trap catalyst is much greater than the amount of SO X stored in the NO X storage catalyst, and thus, if the SO X trap catalyst is excessively raised in temperature even a little, the trapped SO X is released all at once. As a result, the SO X concentration in the exhaust gas flowing out from the SO X trap catalyst ends up becoming extremely high.
  • SO X is itself harmful, and if the temperature becomes higher, SO X sometimes changes to harmful hydrogen sulfide H 2 S. Therefore, it is necessary to avoid the concentration of SO X in the exhaust gas, which is exhausted into the outside air, from becoming high. That is, when using an SO X trap catalyst, it is necessary to hold the concentration of SO X in the exhaust gas flowing out from the SO X trap catalyst within a constant limit.
  • An object of the present invention is to provide a compression ignition type internal combustion engine able to hold the SO X concentration in the exhaust gas flowing out from the SO X trap catalyst at a certain limit or lower.
  • an exhaust purification device of compression ignition type internal combustion engine arranging, in an engine exhaust passage, an SO X trap catalyst able to trap SO X contained in exhaust gas and arranging, in the exhaust passage downstream of the SO X trap catalyst, an NO X storage catalyst storing NO X contained in the exhaust gas when the air-fuel ratio of an inflowing exhaust gas is lean and releasing stored NO X when the air-fuel ratio of the inflowing exhaust gas becomes a stoichiometric air-fuel ratio or rich
  • the device is provided with an electric power device able to generate vehicle drive power separate from the vehicle drive power from the engine and able to generate electric power from the engine and, when the SO X trap catalyst should be regenerated, the vehicle drive power from the engine and the vehicle drive power from the electric power device are adjusted so that an SO X concentration in the exhaust gas flowing out from the SO X trap catalyst becomes less than a predetermined SO X concentration during a regeneration period.
  • FIG. 1 is an overview of a compression ignition type internal combustion engine
  • FIG. 2 is a cross-sectional view of the surface part of a catalyst carrier of an NO X storage catalyst
  • FIG. 3 is a cross-sectional view of the surface part of a substrate of an SO X trap catalyst
  • FIG. 4 is a view showing the SO X trap rate
  • FIG. 5 is a view showing a map of stored SO X amounts SOXA, SOXB
  • FIG. 6 is a view showing the relationship of the stored SO X amount ⁇ SOX and the stored SO X amount SO(n) for regeneration control
  • FIG. 7 is a flow chart for determining the timing of regeneration
  • FIG. 8 is a view showing the SO X release temperature
  • FIG. 9 is a time chart showing regeneration control
  • FIG. 1 is an overview of a compression ignition type internal combustion engine
  • FIG. 2 is a cross-sectional view of the surface part of a catalyst carrier of an NO X storage catalyst
  • FIG. 3 is a cross-section
  • FIG. 10 is a view showing the output torque of the engine
  • FIG. 11 is a flow chart for regeneration control
  • FIG. 12 is a flow chart showing another embodiment for regeneration control
  • FIG. 13 is a time chart showing regeneration control
  • FIG. 14 is a view showing another embodiment of an electric power device.
  • FIG. 1 is an overview of a compression ignition type internal combustion engine.
  • 1 indicates an engine body, 2 a combustion chamber of each cylinder, 3 an electronically controlled fuel injector injecting fuel into each combustion chamber 2 , 4 an intake manifold, and 5 an exhaust manifold.
  • the intake manifold 4 is connected through an intake duct 6 to the outlet of a compressor 7 a of an exhaust turbocharger 7 , while the inlet of the compressor 7 a is connected through an intake air detector 8 to an air cleaner 9 .
  • a throttle valve 10 driven by the step motor is arranged inside the intake duct 6 .
  • a cooling device 11 for cooling the intake air flowing through the intake duct 6 is arranged. In the embodiment shown in FIG. 1 , the engine cooling water is led into the cooling device 11 where the engine cooling water is used to cool the intake air.
  • the exhaust manifold 5 is connected to the inlet of an exhaust turbine 7 b of the exhaust turbocharger 7 .
  • the outlet of the exhaust turbine 7 b is connected to the inlet of a catalyst converter 12 .
  • an SO X trap catalyst 13 and NO X storage catalyst 14 are arranged in this order from the upstream side.
  • a temperature sensor 15 for detecting the temperature of the exhaust gas flowing out from the SO X trap catalyst 13 and an SO X sensor 16 for detecting the SO X concentration in the exhaust gas flowing out from the SO X trap catalyst 13 are provided inside the catalyst converter 12 between the SO X trap catalyst 13 and the NO X storage catalyst 14 .
  • a temperature sensor 15 for detecting the temperature of the exhaust gas flowing out from the SO X trap catalyst 13 and an SO X sensor 16 for detecting the SO X concentration in the exhaust gas flowing out from the SO X trap catalyst 13 are provided.
  • the temperature of the SO X trap catalyst 13 is estimated from the detection value of this temperature sensor 15 .
  • the exhaust manifold 5 and intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as “EGR”) passage 17 .
  • EGR exhaust gas recirculation
  • an electronic control type EGR control valve 18 is arranged inside the EGR passage 17 .
  • a cooling device 19 for cooling the EGR gas flowing through the EGR passage 17 is arranged.
  • engine cooling water is led to the cooling device 19 where the engine cooling water cools the EGR gas.
  • each fuel injector 3 is connected through a fuel tube 20 to a common rail 21 . This common rail 21 is fed with fuel from an electronically controlled variable discharge fuel pump 22 .
  • the fuel fed into the common rail 21 is fed through each fuel tube 20 into the fuel injectors 3 . Further, inside the exhaust manifold 5 , a reducing agent feed valve 23 for feeding a reducing agent comprised of for example a hydrocarbon into the exhaust manifold 5 is attached.
  • a transmission 25 is coupled with the output shaft of the engine, while an electric motor 27 is coupled with the output shaft 26 of the transmission 25 .
  • the transmission 25 it is possible to use an ordinary gear-type automatic transmission provided with a torque converter, a manual transmission, a gear-type automatic transmission of a type designed to automatically perform the clutch operation and gear shift operation in a manual transmission provided with a clutch, etc.
  • the electric motor 27 coupled with the output shaft 26 of the transmission 25 comprises an electric power device able to generate vehicle drive power separate from the vehicle drive power from the engine and able to generate electric power by the engine.
  • this electric motor 27 comprises an AC synchronous motor provided with a rotor 28 attached on an output shaft 26 of the transmission 25 and attaching a plurality of permanent magnets to the outer circumference and a stator 29 provided with an excitation coil forming a rotary magnetic field.
  • the excitation coil of the stator 29 is connected to a motor drive control circuit 30 , while this motor drive control circuit 30 is connected to a battery 31 generating a DC high voltage.
  • the electronic control unit 40 is comprised of a digital computer and is provided with a ROM (read only memory) 42 , RAM (random access memory) 43 , CPU (microprocessor) 44 , input port 45 , and output port 46 which are connected to each other by a bi-directional bus 41 .
  • the output signals of the intake air detector 8 , the temperature sensor 15 and the SO X sensor 16 are input through corresponding AD converters 47 to an input port 45 . Further, the input port 45 receives as input various signals showing the gear of the transmission 25 , the rotational speed of the output shaft 26 , etc.
  • the accelerator pedal 32 is connected to a load sensor 33 generating an output voltage proportional to the amount of depression L of an accelerator pedal 32 .
  • the output voltage of the load sensor 33 is input through a corresponding AD converter 47 to the input port 45 .
  • the input port 45 is connected to a crank angle sensor 34 generating an output pulse each time the crankshaft rotates by for example 10°.
  • the output port 46 is connected through a corresponding drive circuit 48 to the fuel injector 3 , EGR control valve 18 , the fuel pump 22 , the reducing agent feed valve 23 , transmission 25 , motor drive control circuit 30 , etc.
  • the feed of electric power from the electric motor 27 to the excitation coil of the stator 29 is normally stopped. At this time, the rotor 28 rotates together with the output shaft 26 of the transmission 25 .
  • the DC high voltage of the battery 31 is converted at the motor drive control circuit 30 to a three-phase alternating current of a frequency of fm and a current value of Im, and this three-phase alternating current is fed to the excitation coil of the stator 29 .
  • This frequency fm is the frequency required for making the rotating magnetic field generated by the excitation coil rotate in synchronization with the rotation of the rotor 28 .
  • This frequency fm is calculated by a CPU 44 based on the rotational speed of the output shaft 26 .
  • this frequency fm is made the frequency of the three-phase alternating current.
  • the output torque of the electric motor 27 is substantially proportional to the current value Im of the three-phase alternating current.
  • This current value Im is calculated at the CPU 44 based on the required output torque of the electric motor 27 .
  • this current value Im is made the current value of the three-phase alternating current.
  • the electric motor 27 if driving the electric motor 27 by external force, the electric motor 27 operates as a generator. At this time, the generated electric power is recovered by the battery 31 . Whether to use external force to drive the electric motor 27 is judged by the CPU 44 . When it is judged that external force should be used to drive the electric motor 27 , a motor control circuit 3 is used to control the electric motor 27 so that the generated electric power is recovered at the battery 31 .
  • This NO X storage catalyst 14 is comprised of a substrate on which for example a catalyst carrier comprised of alumina is carried.
  • FIG. 2 illustrates the cross-section of the surface part of this catalyst carrier 60 .
  • the catalyst carrier 60 carries a precious metal catalyst 61 diffused on the surface.
  • the catalyst carrier 60 is formed with a layer of an NO X absorbent 62 on its surface.
  • the precious metal catalyst 61 platinum Pt is used.
  • the ingredient forming the NO X absorbent 62 for example, at least one element selected from potassium K, sodium Na, cesium Cs, and other such alkali metals, barium Ba, calcium Ca, and other such alkali earths, lanthanum La, yttrium Y, and other rare earths is used.
  • the ratio of the air and fuel (hydrocarbons) fed into the engine intake passage, combustion chamber 2 , and exhaust passage upstream of the NO X storage catalyst 14 is called the “air-fuel ratio of the exhaust gas”
  • an NO X absorption and release action such that the NO X absorbent 62 absorbs the NO X when the air-fuel ratio of the exhaust gas is lean and releases the absorbed NO X when the oxygen concentration in the exhaust gas falls is performed.
  • the reducing agent feed valve 23 feeds the reducing agent to make the exhaust gas a rich air-fuel ratio or stoichiometric air-fuel ratio
  • the oxygen concentration in the exhaust gas falls, so the reaction proceeds in the reverse direction (NO 3 ⁇ ⁇ NO 2 ), therefore the nitrate ions NO 3 in the NO X absorbent 62 are released in the form of NO 2 from the NO X absorbent 62 .
  • the released NO X is reduced by the unburned HC and CO contained in the exhaust gas.
  • the NO X in the exhaust gas is absorbed in the NO X absorbent 62 .
  • the NO X absorbent 62 eventually ends up becoming saturated in NO X absorption ability, therefore the NO X absorbent 62 ends up becoming unable to absorb the NO X . Therefore, in this embodiment of the present invention, before the NO X absorbent 62 becomes saturated in absorption ability, the reducing agent is fed from the reducing agent feed valve 23 to make the exhaust gas temporarily rich air-fuel ratio and thereby make the NO X absorbent 62 release the NO X .
  • the exhaust gas contains SO X , that is, SO 2 . If this SO 2 flows into the NO X storage catalyst 14 , this SO 2 is oxidized on the platinum Pt 61 and becomes SO 3 . Next, this SO 3 is absorbed in the NO X absorbent 62 , bonds with the barium oxide BaO, is diffused in the form of sulfate ions SO 4 2 ⁇ in the NO X absorbent 62 , and forms stable sulfate BaSO 4 .
  • the NO X absorbent 62 has a strong basicity, so this sulfate BaSO 4 is stable and hard to break down. If just making the exhaust gas rich air-fuel ratio, the sulfate BaSO 4 remains as is without breaking down. Therefore, in the NO X absorbent 62 , the sulfate BaSO 4 increases along with the elapse of time, therefore the NO X amount which the NO X absorbent 62 can absorb falls along with the elapse of time.
  • the NO X absorbent 62 releases SO X .
  • the NO X absorbent 62 only releases a little SO X at a time. Therefore, to make the NO X absorbent 62 release all of the absorbed SO X , it is necessary to make the air-fuel ratio rich over a long time, therefore there is the problem that a large amount of fuel or reducing agent becomes necessary.
  • the SO X trap catalyst 13 is arranged upstream of the NO X storage catalyst 14 to trap the SO X contained in the exhaust gas by this SO X trap catalyst 13 and thereby prevent SO X from flowing into the NO X storage catalyst 14 .
  • this SO X trap catalyst 13 will be explained.
  • FIG. 3 illustrates the cross-section of the surface part of a substrate 65 of this SO X trap catalyst 13 .
  • the substrate 65 is formed with a coat layer 66 on its surface.
  • This coat layer 66 carries a precious metal catalyst 67 diffused on its surface.
  • platinum is used as the precious metal catalyst 67 .
  • the ingredient forming the coat layer 66 for example, at least one element selected from potassium K, sodium Na, cesium Cs, and other such alkali metals, barium Ba, calcium Ca, and other such alkali earths, lanthanum La, yttrium Y, and other rare earths is used. That is, the coat layer 66 of the SO X trap catalyst 13 exhibits a strong basicity.
  • the SO X contained in the exhaust gas that is, SO 2
  • the platinum Pt 67 as shown in FIG. 3 then is trapped in the coat layer 66 . That is, the SO 2 diffuses in the form of sulfate ions SO 4 2 ⁇ in the coat layer 66 to form a sulfate.
  • the coat layer 66 exhibits a strong basicity. Therefore, as shown in FIG. 3 , part of the SO 2 contained in the exhaust gas is directly trapped in the coat layer 66 .
  • the shading in the coat layer 66 shows the concentration of the trapped SO X .
  • the SO X concentration in the coat layer 66 is highest near the surface of the coat layer 66 . The further in, the lower it becomes. If the SO X concentration near the surface of the coat layer 66 increases, the surface of the coat layer 66 weakens in basicity and the SO X trap ability weakens.
  • the SO X trap rate if the ratio of the amount of the SO X trapped in the SO X trap catalyst 13 to the amount of the SO X in the exhaust gas is called the “SO X trap rate”, if the basicity of the surface of the coat layer 66 is weakened, the SO X trap rate falls along with that.
  • FIG. 4 shows the change along with time of the SO X trap rate.
  • the SO X trap rate is first close to about 100 percent, but rapidly falls as time elapses. Therefore, in the present invention, when the SO X trap rate falls below a predetermined rate, a temperature raising control for raising the temperature of the SO X trap catalyst 13 under a lean or rich exhaust gas air-fuel ratio is performed and thereby the SO X trap rate is restored.
  • the SO X present concentrated near the surface of the coat layer 66 diffuses toward the deep part of the coat layer 66 so that the concentration becomes uniform. That is, the nitrates formed in the coat layer 66 change from an unstable state where they concentrate near the surface of the coat layer 66 to the stable state where they are diffused evenly across the entire inside of the coat layer 66 . If the SO X present near the surface of the coat layer 66 diffuses toward the deep part of the coat layer 66 , the SO X concentration near the surface of the coat layer 66 falls. Therefore, when the temperature raising control of the SO X trap catalyst 13 has ended, the SO X trap rate is restored.
  • the SO X trap rate can be restored. That is, if making the air-fuel ratio of the exhaust gas flowing into the SO X trap catalyst 13 in the state of raising the temperature of the SO X trap catalyst 13 rich, the trapped SO X is released from the SO X trap catalyst 13 and therefore the SO X trap rate is restored. Therefore, both when making the air-fuel ratio of the exhaust gas flowing into the SO X trap catalyst 13 lean and rich in the state raising the temperature of the SO X trap catalyst 13 , the SO X trap rate can be restored.
  • FIG. 7 shows a routine for determining the timing of regeneration of the SO X trap catalyst 13 .
  • the shortage or excess of the torque with respect to the required torque is adjusted by the generation or consumption of the torque by the electric motor 27 .
  • the relationship among the equivalent depression lines d 1 to di of the accelerator pedal 32 , the engine speed N, and the output torque of the engine TQ is shown in FIG. 10 . Note that in FIG. 10 , the amount of depression of the accelerator pedal 32 becomes greater from d 1 to di. In FIG. 10 , if the amount of depression of the accelerator pedal 32 and the engine speed N are determined, the output torque TQ at that time becomes the required torque.
  • the required torque TQ for driving the vehicle is calculated based on the amount of depression of the accelerator pedal 32 and the engine speed N from FIG. 10 .
  • the output torque of the engine Te required for making the temperature of the SO X trap catalyst 13 substantially the SO X release temperature TS is calculated.
  • This output torque of the engine Te is stored as a function of the SO X amount ⁇ SOX, exhaust gas air-fuel ratio A/F, and engine speed N in advance in the ROM 42 .
  • step 82 the output torque of the engine Te is subtracted from the required torque TQ to calculate the torque Tm which the electric motor 27 should generate or consume.
  • step 83 the fuel injection is controlled so that the output torque Te is obtained.
  • step 84 the electric motor 27 is controlled in accordance with the torque Tm. That is, when the torque Tm is positive, the electric motor 27 is driven so that the torque Tm for driving the vehicle is generated, while when the torque Tm is negative, the electric motor 27 is made to operate as a generator so as to consume the torque Tm.
  • step 85 it is judged if the regeneration treatment has ended.
  • the routine returns to step 80 .
  • the routine proceeds to step 86 where the residual SO X amount SOR at the time of the end of regeneration is made the SO X amount ⁇ SOX.
  • FIG. 12 shows another embodiment of control for regeneration of the SO X trap catalyst 13 executed at step 73 of FIG. 7 .
  • the output torque of the engine Te is made the output torque stored as a function of the SO X amount ⁇ SOX, exhaust gas air-fuel ratio A/F, and engine speed N in advance in the ROM 42 , but in this embodiment, the output torque of the engine is corrected so that the SO X concentration detected by the SO X sensor 16 becomes a predetermined SO X concentration range.
  • the required torque TQ for driving the vehicle is calculated based on the amount of depression of the accelerator pedal 32 and the engine speed N from FIG. 10 .
  • the output torque of the engine Te required for making the temperature of the SO X trap catalyst 13 substantially the SO X release temperature TS is calculated.
  • step 93 the final output torque of the engine Teo is subtracted from the required torque TQ to calculate the torque Tm which the electric motor 27 generates or consumes.
  • step 94 the fuel injection is controlled so that the final output torque of the engine Teo is obtained.
  • step 95 the electric motor 27 is controlled in accordance with the torque Tm. That is, as mentioned previously, when the torque Tm is positive, the electric motor 27 is driven so that the torque Tm for driving the vehicle is generated, while when the torque Tm is negative, the electric motor 27 is made to operate as a generator so as to consume the torque Tm.
  • step 96 it is judged if the regeneration treatment has ended.
  • the routine proceeds to step 97 where to the SO X concentration SD in the exhaust gas flowing out from the SO X trap catalyst 13 is detected by the SO X sensor 16 .
  • step 98 it is judged if the SO X concentration SD is larger than the sum of the reference SO X concentration SDo and a constant value ⁇ .
  • the routine proceeds to step 99 where the constant value m is subtracted from the correction amount ⁇ TQ.
  • the routine proceeds to step 100 .
  • step 101 the routine proceeds to step 101 where the constant value m is added to the correction amount ⁇ TQ. That is, the final output torque of the engine Teo is controlled so that the SO X concentration SD becomes the SDo ⁇ SD ⁇ SDo+ ⁇ .
  • step 96 the routine proceeds to step 102 where the residual SO X amount SOR at the time of completion of regeneration is made the SO X amount ⁇ SOX.
  • the temperature of the SO X trap catalyst 13 is raised to 600° C. or so and is maintained at 600° C. or so.
  • the SO X release temperature TS becomes lower. Therefore, at this time, if raising the temperature of the SO X trap catalyst 13 to 600° C. or so, a large amount of SO X ends up being released. That is, at this time, the temperature of the SO X trap catalyst 13 has to be maintained at substantially the SO X release temperature TS.
  • the electric power device comprises a pair of motor-generators 200 , 201 operating as an electric motor and generator and a planetary gear mechanism 202 .
  • This planetary gear mechanism 202 is provided with a sun gear 203 , ring gear 204 , planetary gear 205 arranged between the sun gear 203 and ring gear 204 , and planetary carrier 206 carrying the planetary gear 205 .
  • the sun gear 203 is coupled with a shaft 207 of the motor-generator 201
  • the planetary carrier 206 is coupled with an output shaft 211 of the internal combustion engine 1 .
  • the ring gear 204 is on the one hand coupled with a shaft 208 of the motor-generator 200 , while on the other hand is coupled with an output shaft 210 coupled to the drive wheels through a belt 209 . Therefore, it is learned that when the ring gear 204 turns, the output shaft 210 is made to turn along with that.
  • the motor-generator 200 mainly operates as an electric motor, while the motor-generator 201 mainly operates as a generator.
  • the motor-generator 200 When the torque is insufficient with just the output torque of the engine at the time of regeneration of the SO X trap catalyst 13 , the motor-generator 200 is driven and the output torque of the motor-generator 200 is overlaid on the output torque of the engine. At this time, the motor-generator 201 is stopped. As opposed to this, at the time of regeneration of the SO X trap catalyst 13 , when the output torque of the engine is in excess compared with the required torque, the power generation action of the motor-generator 201 is performed and the excess of the torque is consumed by the power generation action of the motor-generator 201 . At this time, the motor-generator 200 is stopped.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Automation & Control Theory (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Hybrid Electric Vehicles (AREA)
US12/223,593 2007-01-26 2008-01-24 Exhaust Purification Device of Compression Ignition Type Internal Combustion Engine Abandoned US20090025369A1 (en)

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JP2007-016432 2007-01-26
JP2007016432A JP4172520B2 (ja) 2007-01-26 2007-01-26 圧縮着火式内燃機関の排気浄化装置
PCT/JP2008/051467 WO2008091020A1 (ja) 2007-01-26 2008-01-24 圧縮着火式内燃機関の排気浄化装置

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Cited By (3)

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US20110296833A1 (en) * 2008-11-19 2011-12-08 Volvo Lastvagner Ab Method and arrangement for reducing an nox content in the exhaust gas of an internal combustion engine in a vehicle
US20130213009A1 (en) * 2012-02-22 2013-08-22 Ford Global Technologies, Llc Method for initiating and maintaining a substoichiometric operating mode of an internal combustion engine and internal combustion engine for carrying out a method of this kind
US8893482B2 (en) 2012-03-19 2014-11-25 GM Global Technology Operations LLC System for determining sulfur storage of aftertreatment devices

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DE102010037924B4 (de) * 2010-10-01 2020-02-20 Ford Global Technologies, Llc. Verfahren zur Steuerung einer Abgasnachbehandlungseinrichtung eines Hybridantriebs
US9051861B2 (en) 2012-10-12 2015-06-09 Ford Global Technologies, Llc Regeneration method and motor vehicle
WO2014122778A1 (ja) * 2013-02-08 2014-08-14 トヨタ自動車株式会社 内燃機関の排気浄化装置
DE102015226216A1 (de) * 2015-12-21 2017-05-11 Continental Automotive Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs mit einem Hybridantrieb

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US6009965A (en) * 1997-08-25 2000-01-04 Honda Giken Kogyo Kabushiki Kaisha Torque shock alleviating device in hybrid vehicle
US20010037905A1 (en) * 1998-03-19 2001-11-08 Hitachi, Ltd. Hybrid car
US20020038654A1 (en) * 2000-10-04 2002-04-04 Toyota Jidosha Kabushiki Kaisha Compression ignition type engine
US20060064969A1 (en) * 2003-10-29 2006-03-30 Toyota Jidosha Kabushiki Kaisha Exhaust purification device of compression ignition type internal combustion engine

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110296833A1 (en) * 2008-11-19 2011-12-08 Volvo Lastvagner Ab Method and arrangement for reducing an nox content in the exhaust gas of an internal combustion engine in a vehicle
US8584460B2 (en) * 2008-11-19 2013-11-19 Volvo Lastvagnar Ab Method and arrangement for reducing an NOx content in the exhaust gas of an internal combustion engine in a vehicle
US20130213009A1 (en) * 2012-02-22 2013-08-22 Ford Global Technologies, Llc Method for initiating and maintaining a substoichiometric operating mode of an internal combustion engine and internal combustion engine for carrying out a method of this kind
US9021786B2 (en) * 2012-02-22 2015-05-05 Ford Global Technologies, Llc Method for initiating and maintaining a substoichiometric operating mode of an internal combustion engine and internal combustion engine for carrying out a method of this kind
US20150232085A1 (en) * 2012-02-22 2015-08-20 Ford Global Technologies, Llc Method for initiating and maintaining a substoichiometric operating mode of an internal combustion engine and internal combustion engine for carrying out a method of this kind
US9452752B2 (en) * 2012-02-22 2016-09-27 Ford Global Technologies, Llc Method for initiating and maintaining a substoichiometric operating mode of an internal combustion engine and internal combustion engine for carrying out a method of this kind
US8893482B2 (en) 2012-03-19 2014-11-25 GM Global Technology Operations LLC System for determining sulfur storage of aftertreatment devices

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EP2058199B8 (en) 2011-01-26
DE602008003386D1 (de) 2010-12-23
WO2008091020A1 (ja) 2008-07-31
JP2008183921A (ja) 2008-08-14
EP2058199A4 (en) 2009-12-02
JP4172520B2 (ja) 2008-10-29
EP2058199A1 (en) 2009-05-13
CN101541608A (zh) 2009-09-23
EP2058199B1 (en) 2010-11-10

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