US20090133388A1 - Exhaust gas purification apparatus and exhaust gas purification method - Google Patents

Exhaust gas purification apparatus and exhaust gas purification method Download PDF

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Publication number
US20090133388A1
US20090133388A1 US12/292,617 US29261708A US2009133388A1 US 20090133388 A1 US20090133388 A1 US 20090133388A1 US 29261708 A US29261708 A US 29261708A US 2009133388 A1 US2009133388 A1 US 2009133388A1
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United States
Prior art keywords
exhaust gas
air
fuel ratio
engine
purification
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Abandoned
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US12/292,617
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English (en)
Inventor
Takashi Watanabe
Takaaki Ito
Keisuke Sano
Kimikazu Yoda
Kazuhiro Wakao
Atsushi Takara
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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: ITO, TAKAAKI, SANO, KEISUKE, TAKARA, ATSUSHI, WAKAO, KAZUHIRO, WATANABE, TAKASHI, YODA, KIMIKAZU
Publication of US20090133388A1 publication Critical patent/US20090133388A1/en
Abandoned legal-status Critical Current

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    • 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
    • F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
    • 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
    • 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
    • F01N3/2053—By-passing catalytic reactors, e.g. to prevent overheating
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • 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
    • F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
    • 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
    • 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

Definitions

  • the invention relates to an exhaust gas purification apparatus including, for example, a Hydrocarbon (HC) adsorbent and to an exhaust gas purification method.
  • HC Hydrocarbon
  • Some hazardous components for example, HC and Nitrogen Oxide (NO x ) contained in the exhaust gas may be discharged without purification by an exhaust gas purification apparatus including an HC adsorbent, thereby decreasing exhaust purification ability of the apparatus. Accordingly, a variety of configurations employing a combination of an Electrically Heated Catalyst (EHC) and an HC adsorbent have been suggested to increase the exhaust purification ability.
  • EHC Electrically Heated Catalyst
  • HC adsorbent have been suggested to increase the exhaust purification ability.
  • JP-A-6-33747 discloses an exhaust gas purification apparatus including an HC adsorbent and an EHC provided downstream thereof.
  • JP-A-10-252449 discloses an exhaust gas purification apparatus including an HC adsorbent and an EHC provided downstream thereof, wherein the adsorbed HC is purified by the EHC, secondary air is supplied in this process, and the supplied amount of the secondary air is controlled based on the output of an oxygen sensor.
  • JP-A-7-63048 discloses a configuration including an HC adsorbent and an EHC (described as “a catalyst body A” in JP-A-7-63048) provided downstream thereof, wherein the downstream EHC is activated at a temperature at which the desorption of the adsorbed HC is started.
  • the invention provides an exhaust gas purification apparatus and an exhaust gas purification method that improve exhaust emission when the engine is started.
  • the first aspect of the invention relates to exhaust gas purification apparatus installed in an exhaust pipe serving as a flow channel of an exhaust gas discharged from an engine, including: first purification means for purifying at least one component from among a plurality of components contained in the exhaust gas; heating means for heating the first purification means to a predetermined temperature in at least part of a period from before the engine is started to a first point in time that is after the engine is started; and air-fuel ratio control means for controlling an air-fuel ratio of the exhaust gas so as to obtain a first air-fuel ratio suitable for the first purification means to purify the one component in at least part of a period from the time when the engine is started to a second point in time that is on or after a time at which the first purification means is heated to the predetermined temperature; and an adsorption means for communicating with the exhaust pipe and at least partially adsorbs another component from among the plurality of components.
  • the heating means preheats the first purification means before the engine is started or immediately after the engine is started.
  • the second point in time is a point in time that is on or after a time at which the first purification means is heated to the predetermined temperature.
  • the adsorption means may communicate with the exhaust pipe downstream of the first purification means.
  • the adsorption means at least partially adsorbs another component that is other than the one component and has not been adsorbed by the first purification means.
  • the first purification means is activated by the heating means in advance and the air-fuel ratio is controlled to the first air-fuel ratio. Therefore, the one component can be advantageously purified in the first purification means.
  • the other component passes through the first purification means, but can be adsorbed by the downstream adsorption means. As a result, neither the one component nor the other component is discharged to the outside of the exhaust pipe. The-exhaust emission at the time the engine is started can thus be improved.
  • the air-fuel ratio control means may control an air-fuel ratio of the exhaust gas so as to obtain a first air-fuel ratio suitable for purifying one component from among the plurality of components in a period from the time when the first purification means is heated to an activation temperature thereof to the second point in time.
  • the first purification means once the first purification means is heated to the activation temperature thereof, the first air-fuel ratio suitable for purifying the one component is set till the second point in time.
  • the one component can be advantageously purified by the first purification means.
  • the exhaust gas purification apparatus may further include air-fuel detection means for detecting an air-fuel ratio of the exhaust gas flowing in the exhaust pipe, and the air-fuel ratio control means may feedback-control the air-fuel ratio of the exhaust gas based at least on the detected air-fuel ratio.
  • the air-fuel ratio of the exhaust gas flowing in the exhaust pipe is detected by air-fuel ratio detection means.
  • the air-fuel ratio control means can feedback-control the air-fuel ratio of the exhaust gas based at least on the air-fuel ratio that is thus detected.
  • the second point in time may be a point in time at which activation of the air-fuel ratio detection means is started, and the air-fuel ratio control means may feedback-control the air-fuel ratio within an active period of the air-fuel ratio detection means that starts at the second point in time.
  • the second point in time is a point in time at which the activation of the air-fuel ratio detection means is started and the active period of the air-fuel ratio detection means that starts at the second point in time can be recognized with a comparatively high reliability of detection results. Therefore, the air-fuel ratio can be feedback-controlled within the active period. Conversely, the first air-fuel ratio can be maintained so that the one component can be reliably purified with the first purification means till the reliability of the feedback control is ensured.
  • the exhaust gas purification apparatus may further include desorption state specifying means for specifying a desorption state of the other component from the adsorption means, and the second point in time may be established according to the specified desorption state of the other component.
  • the desorption state of the other component from the adsorption means is specified by the desorption state specifying means, and the second point in time (that is, the start of a period in which it is undesirable to set the air-fuel ratio to the first air-fuel ratio) is established correspondingly thereto. Accordingly, on or after the second point in time, it is possible to switch from the first air-fuel ratio, which is useful only for the one component and at which the other component is assumed to be adsorbed, to the air-fuel ratio that is useful to a certain degree for both components. Therefore, the case in which the other component is discharged without being purified by some means can be avoided.
  • the exhaust gas purification apparatus may further include second purification means for purifying another component adsorbed by the adsorption means.
  • the second purification means purifies another component adsorbed by the adsorption means.
  • the adsorbed other component is thus purified in some form.
  • the adsorption capacity of the adsorption means can be ensured prior to the arrival of the new other component.
  • the first purification means may also function as the second purification means and may further include restricting means for restricting the release of the exhaust gas from the exhaust pipe downstream of the first purification means and the adsorption means in the exhaust pipe, and recirculation means for desorbing the adsorbed other component and recirculating the other component via a recirculation channel to a zone upstream of the first purification means, while the release of the exhaust gas is restricted by the restricting means.
  • the exhaust pipe can be shut off by the restricting means such as a shut valve in the zone of the exhaust pipe that is downstream of the first purification means. Therefore, the discharge of exhaust gas from the exhaust pipe can be appropriately restricted.
  • the adsorbed other component is desorbed and recirculated via the recirculation channel to the zone upstream of the first purification means by the recirculation means configured by a combination of a recirculation channel and a pneumatic pump installed in the channel or motoring of the engine.
  • the first purification means also functions as the second purification means.
  • the first purification means purifies the recirculated other component, while purifying the one component. Therefore, each component can be purified.
  • the exhaust gas purification apparatus may further include supply means for supplying secondary air to the first purification means via the recirculation channel.
  • the supply means supplies the secondary air to the first purification means via the recirculation channel.
  • the OSC state of the first purification means can be restored and the purification capacity thereof can be ensured.
  • the exhaust gas purification apparatus may further include desorption state specifying means for specifying a desorption state of the other component from the adsorption means, wherein the supply means may supply the secondary air according to the specified desorption state of the other component.
  • the supply means supplies the secondary air according to the desorption state of the other component specified by the desorption state specifying means. Where it is detected that the temperature of the desorption means has risen close to the desorption temperature, it is possible that the other component will start desorbing from the adsorption means in the nearest future. In such case, it is possible to prepare for the arrival of the desorbed other component by supplying the secondary air in advance, thereby supplying oxygen to the first purification means and restoring the OSC state of the first purification means.
  • the exhaust gas purification apparatus may further include OSC state specifying means for specifying an OSC state of the first purification means that also functions as the second purification means, wherein the supply means may supply the secondary air according to the specified OSC state.
  • OSC state specifying means for specifying an OSC state of the first purification means that also functions as the second purification means, wherein the supply means may supply the secondary air according to the specified OSC state.
  • the OSC state of the first purification means that also functions as the second purification means is specified by the OSC state specifying means, and the supply means supplies the secondary air corresponding to the OSC state thereof.
  • the amount of the stored oxygen is extremely small and the OSC state is specified as poor, it is possible to prepare for the arrival of the desorbed other component by appropriately restoring the OSC state of the first purification means as necessary.
  • the exhaust gas purification apparatus may further include internal pressure specifying means for specifying a pressure inside the exhaust pipe in a state in which the release of the exhaust gas is restricted by the restriction means, wherein the supply means may regulate the supplied amount of the secondary air according to the specified internal pressure.
  • the supply means regulates the supplied amount of the secondary air according to the pressure inside the exhaust pipe specified by the internal pressure specifying means.
  • the heating means may heat the first purification means according to the amount of the secondary air supplied by the supply means.
  • the temperature of the first purification means can decrease with the increase in the amount of secondary air supplied by the supply means. Therefore, the first purification means is heated accordingly. As a result, the first purification means can be maintained in the active state even as the secondary air is supplied.
  • the second purification means may purify the other component in a period during which the engine is stopped.
  • the second purification means purifies the other component in a period during which the engine is stopped.
  • the other component adsorbed when the engine is started can be reliably purified by shutting off the exhaust pipe with the restricting means and recirculating the other component several times in a period during which the engine is stopped.
  • the first point in time may be a point in time at which the exhaust gas is practically not discharged from the engine.
  • the one component may be nitrogen oxide
  • the first air-fuel ratio may be an air-fuel ratio on a rich side from a theoretical air-fuel ratio of the engine.
  • the second aspect of the invention relates to an exhaust gas purification method in purification means for purifying at least one component from among a plurality of components contained in an exhaust gas discharged from an engine.
  • the exhaust gas purification method includes: heating the purification means to a predetermined temperature in a period that is at least part of a period from before the engine is started to a first point in time that is after the engine is started; controlling an air-fuel ratio of the exhaust gas so as to obtain a first air-fuel ratio suitable for the purification means to purify the one component in at least part of a period from the time when the engine is started to a second point in time that is on or after a time at which the purification means is heated to the predetermined temperature; and at least partially adsorbing another component from among the plurality of components.
  • FIG. 1 is a schematic plan view illustrating an exhaust gas purification apparatus of the first embodiment of the invention
  • FIG. 2 is a flowchart illustrating the operation of the exhaust gas purification apparatus of the first embodiment
  • FIG. 3 is a schematic plan view illustrating the exhaust gas purification apparatus of the second embodiment
  • FIG. 4 is a flowchart illustrating the operation of the exhaust gas purification apparatus of the second embodiment
  • FIGS. 5A and 5B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the third embodiment
  • FIG. 6 is a schematic plan view illustrating the exhaust gas purification apparatus of the fourth embodiment
  • FIGS. 7A and 7B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the fourth embodiment
  • FIG. 8 is a schematic plan view illustrating the exhaust gas purification apparatus of the fifth embodiment.
  • FIGS. 9A and 9B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the fifth embodiment
  • FIG. 10 is a schematic plan view illustrating the exhaust gas purification apparatus of the sixth embodiment.
  • FIGS. 11A and 11B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the sixth embodiment.
  • FIG. 1 is a schematic plan view illustrating an exhaust gas purification apparatus of the first embodiment of the invention.
  • the exhaust gas purification apparatus of the first embodiment is installed, for example, on a hybrid vehicle and has an intake pipe 206 equipped with a throttle valve 214 , an engine 200 , and an exhaust pipe 210 configured on a base.
  • an air-fuel mixture obtained by mixing a fuel with intake air from the intake pipe 206 is combusted in the engine 200 and exhaust gases generated by the combustion are discharged via the exhaust pipe 210 .
  • the configuration of the present embodiment will be described below.
  • downstream refers to a zone that is closer to the outlet port of the exhaust pipe 210 .
  • upstream refers to a zone closer to the inlet port of the intake port 206 .
  • An EHC 222 is a three-way catalyst equipped with a heater that is installed in a tube of the exhaust pipe 210 and can be heated to a desired temperature, for example, under the control by a control device 100 .
  • the EHC 222 reduces NOx and oxidizes HC with the stored oxygen.
  • the EHC 222 assumes an active state or a passive state depending on whether the temperature thereof is higher than an active temperature inherent thereto and demonstrates good purification ability only in the active state.
  • An O2 sensor 221 is provided downstream of the EHC 222 and detects the concentration of oxygen contained in the exhaust gas that passed through the EHC 222 . As a result, the OSC state of the EHC 222 is detected.
  • the O2 sensor 221 also assumes an active state or a passive state depending on whether the temperature thereof is higher than an active temperature inherent thereto and can detect oxygen concentration accurately only in the active state.
  • a recirculation channel 310 communicates with portions of the exhaust pipe 210 that are upstream and downstream of the EHC 222 and recirculates the exhaust gas from the zone downstream of the EHC 222 to the zone upstream thereof.
  • An HC adsorbent 340 is formed from a material (active carbon or zeolite) having an HC adsorption capacity and installed in a portion of the recirculation channel 310 that is downstream of the EHC 222 .
  • a bypass flow channel 311 links a portion of the exhaust 210 that is downstream of the EHC 222 with a portion of the recirculation channel 310 that is upstream of the HC adsorbent 340 .
  • HC contained in the exhaust gas which has not been purified by the EHC 222 is adsorbed by the HC adsorbent 340 in a temperature range below a predetermined HC desorption temperature.
  • the adsorbed HC is desorbed in a temperature range above the predetermined HC desorption temperature.
  • a three-way valve 320 electromagnetically or mechanically switches a flow channel between a flow channel a passing to the HC adsorbent 340 via the bypass flow channel 311 and a flow channel b through which the exhaust gas flows directly, without passing through the bypass flow channel 311 , in the exhaust pipe 210 .
  • a gas circulation pump 350 is installed in a portion of the recirculation channel 310 upstream of the HC adsorbent 340 . Where the gas circulation pump 350 is driven, the exhaust gas located in the recirculation channel 310 is recirculated from the downstream zone to the upstream zone by the suction force thereof.
  • a shut valve 330 is provided in the lowermost stage (more specifically, even downstream of the downstream portion of the exhaust pipe 210 that communicates with the recirculation channel 310 ) of the exhaust system, and the discharge amount of exhaust gas is regulated by the opening degree of the shut valve 330 . For example, when the shut valve 330 is completely closed, the exhaust gas is shut down and a closed-loop circulation channel is formed.
  • the control device 100 is the so-called ECU (Engine Control Unit) configured as a logic computation circuit constituted mainly by a central processing unit (CPU), a read only memory (ROM) storing a control program, and a random access memory (RAM) storing a variety of data.
  • the control device 100 is connected via a bus to an intake port receiving input signals from the O2 sensor 221 and a variety of sensors that indicate the revolution speed of the engine 200 .
  • control device 100 is also connected via a bus to an output port that sends control signals to actuators of an opening drive unit of the throttle valve 214 , an ignition unit of the engine 200 , a current supply unit of the EHC 222 , a drive unit of the gas circulation pump 350 , a drive unit of the three-way valve 320 , and a drive unit of the shut valve 330 .
  • actuators of an opening drive unit of the throttle valve 214 , an ignition unit of the engine 200 , a current supply unit of the EHC 222 , a drive unit of the gas circulation pump 350 , a drive unit of the three-way valve 320 , and a drive unit of the shut valve 330 As a result, it is possible to control the air-fuel ratio by controlling current supply to the EHC 222 or by adjusting the opening degree of the throttle valve 214 or adjusting the fuel injection amount in the engine 200 .
  • FIG. 2 is a flowchart illustrating the operation of the exhaust gas purification apparatus of the first embodiment.
  • untreated NOx or HC can be discharged into the atmosphere after the engine 200 is started and before the O2 sensor 221 is activated.
  • the following treatment is performed to purify NOx almost completely at least with the EHC 222 after the engine 200 is started and before the O2 sensor 221 is activated.
  • the EHC 222 is activated (step S 100 ) by preheating before the engine 200 is started.
  • the engine 200 is then started (step S 101 ).
  • the air-fuel ratio (more specifically, “slight rich”) is controlled to a value optimum for NOx purification by the air-fuel control performed with the control device 100 (step S 102 ).
  • the EHC 222 can purify almost entirely the NOx contained in the exhaust gas discharged when the engine is started.
  • the “slight rich” as referred to in the present embodiment represents an air-fuel ratio slightly to a rich side from the stoichiometric ratio and is, for example, an air-fuel ratio from 14.2 to a stoichiometric ratio. This is an air-fuel ratio at which the reduction of NOx can be effectively performed at predetermined operation conditions.
  • the three-way valve 320 is switched to the flow channel a on the side of the HC adsorbent 340 (step S 103 ).
  • HC that could not be purified by the EHC 222 during the operation of the EHC 222 at an air-fuel ratio (more specifically, “slight rich”) optimum for NOx purification can be adsorbed by the HC adsorbent 340 .
  • the O2 sensor 221 located downstream of the EHC 222 is then activated, the OSC state of the EHC 222 is accurately detected, and the slight rich operation is continued in order to maintain an NOx purification ratio at an almost complete level till it becomes possible to control the air-fuel ratio according to the OSC state of the EHC 222 .
  • Whether the O2 sensor 221 has been activated can be determined, for example, based on whether the amplitude of the output current of the O2 sensor 221 is higher than a predetermined value.
  • step S 104 It is then determined whether the O2 sensor 221 has been activated, or whether the temperature of the HC adsorbent 340 has reached the predetermined HC desorption temperature (more specifically, an upper limit value of a temperature at which the HC adsorption ability can be advantageously demonstrated) (step S 104 ).
  • the air-fuel feedback control is adequately performed. Therefore, the slight rich operation is interrupted (step S 10 ) to switch from the slight rich operation to a stoichiometric operation.
  • step S 104 when it is determined that the temperature of the HC adsorbent 340 has reached the predetermined HC desorption temperature (step S 104 : Yes), the slight rich operation is interrupted to avoid the decrease in HC adsorption ability (step S 10 ).
  • the control device 100 then performs switching from the slight rich operation to stoichiometric operation (step S 106 ).
  • step S 106 the three-way valve 320 is switched to the flow channel b at the side of the bypass flow channel 311 of the HC adsorbent 340 and the purified gas is discharged (step S 107 ).
  • the HC that has already been adsorbed by the HC adsorbent 340 is retained without discharging.
  • step S 108 No
  • step S 108 Yes
  • the control device 100 closes the shut valve 330 (step S 109 ), switches the three-way valve 320 to the flow channel b (step S 110 ), and drives the pump 350 (step S 111 ) to cause the closed-loop circulation of the gas present in the system.
  • an electric current may be supplied to the EHC 222 (step S 112 ). In this case, the active state of the EHC 222 can be maintained.
  • the circulating gas is heated, the desorption of the HC adsorbed at the HC adsorbent 340 is enhanced, and the desorbed HC is recirculated to the EHC 222 , thereby making it possible to purify the desorbed HC in the EHC 222 .
  • the discharge of HC and NOx can be actively avoided or suppressed within an interval after the engine 200 is started and before the air-fuel ratio feedback control can be executed appropriately.
  • the desorption of the adsorbed HC and purification of the desorbed HC can be performed in an exhaustless state.
  • the gas containing the desorbed HC is circulated and passed through the EHC 222 repeatedly, the desorbed HC can be thoroughly purified.
  • the increase in fuel consumption can be avoided.
  • the gas having a volume within the close loop may be heated during circulation, the consumption of energy required for HC desorption can be significantly reduced.
  • FIG. 3 is a schematic plan view of the exhaust gas purification apparatus of the second embodiment.
  • components identical to those shown in the above-described FIG. 1 are assigned with identical reference symbols and detailed explanation therefor is herein omitted.
  • the configuration of the exhaust gas purification apparatus, of the second embodiment is different from that of the first embodiment as follows. More specifically, the recirculation channel 310 links the intake pipe 206 to the zone of the exhaust pipe 210 that is downstream of the EHC 222 and recirculates the exhaust gas from the zone downstream of the EHC 222 to the zone upstream thereof. In other words, in the first embodiment, the exhaust gas is recirculated completely in the exhaust system, whereas in the second embodiment, the exhaust gas is recirculated to the intake system.
  • a motor 44 used for motoring the engine 200 is provided instead of the gas circulation-pump 350 .
  • the motor 44 is a motor generator or a starter motor and is so configured that even when the engine 200 is in an intermittent mode, the drive power is supplied from the battery (not shown in the figure) and the output thereof can be transmitted to the output shaft of the engine 200 , for example, via a pulley.
  • FIG. 4 is a flowchart illustrating the operation of the exhaust gas purification apparatus of the second embodiment.
  • the exhaust gas purification apparatus of the second embodiment operates in the following manner. More specifically, in the desorption treatment process (steps S 109 to S 112 ) of the adsorbed HC that is implemented when the engine 200 assumes a stop state (intermittent mode of the engine), the shut valve is closed (step S 109 ), the motor 44 is then driven, and motoring of the engine 200 is performed (step S 211 ). As a result, the desorbed HC is recirculated to the intake pipe 206 via the recirculation channel 310 and is introduced in the EHC 222 via the engine 200 . Therefore, the desorbed HC can be purified in the EHC 222 .
  • the desorption treatment of the adsorbed HC can be performed, without adding the gas circulation pump 350 such as used in the first embodiment.
  • the amount of energy consumed for the desorption treatment of the adsorbed HC can be greatly reduced and the increase in fuel consumption can be effectively prevented.
  • the basic configuration of the exhaust gas purification apparatus of the third embodiment may be identical to that of the second embodiment and detailed explanation thereof is herein omitted. This configuration can be represented by FIG. 3 .
  • FIGS. 5A and 5B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the third embodiment.
  • the exhaust gas purification apparatus of the third embodiment operates in the following manner. More specifically, the processing of throttling the shut valve 330 and desorbing the adsorbed HC (steps S 3071 to S 3073 ) is performed in the idling mode of the engine 200 (that is, before the result of determination in step S 108 is Yes), rather than in the stop state of the engine 200 . As a result, part of the exhaust gas is recirculated to the HC adsorbent 340 , and this gas enhances the desorption of the adsorbed HC and can be introduced as an exhaust gas recirculation (EGR) gas into the intake system.
  • EGR exhaust gas recirculation
  • the larger is the throttling of the opening of the shut valve 330
  • the larger is the amount of the desorbed HC contained in the EGR introduced to the intake. This is because where a large amount of exhaust gas is recirculated to the HC adsorbent 340 , the temperature of the adsorbent 340 rises and the desorption of the adsorbed HC is enhanced.
  • the opening degree of the shut valve 330 may be variably controlled according to the output of the O2 sensor 221 disposed behind the EHC 222 (step S 3071 ).
  • the opening degree of the shut valve 330 may be maintained.
  • the opening degree of the shut valve 330 is increased, the amount of gas recirculated to the HC adsorbent 340 is reduced, the desorption of the adsorbed HC is reduced, and the amount of rich EGR containing the desorbed HC is decreased.
  • the opening degree of the shut valve 330 is decreased, the amount of gas recirculated to the HC adsorbent 340 is increased, the desorption of the adsorbed HC is enhanced, and the amount of rich EGR containing the desorbed HC is increased.
  • the EGR can be appropriately implemented so that the output of the O2 sensor 221 becomes a stoichiometric voltage.
  • the amount of fuel supplied to the engine 200 may be decreased and the air-fuel ratio may be controlled to the lean side.
  • the HC amount in the EGR gas may be calculated from the amount of gas recirculated to the HC adsorbent 340 , air-fuel ratio, initial HC adsorption amount of the HC adsorbent 340 , temperature of the HC adsorbent 340 , and the like, and the fuel injection amount may be reduced in advance to match the calculated HC amount.
  • the HC amount that can be purified in the EHC 222 from the present OSC state of the EHC 222 , then calculate the desorbed HC amount corresponding to the recirculation gas amount from the initial HC adsorption amount of the HC adsorbent 340 , temperature of the HC adsorbent 340 , and the like, and adjust the degree of opening of the shut valve 330 and control the amount of gas recirculated to the HC adsorbent 340 so as to obtain the, HC amount that can be purified in the EHC 222 .
  • the EGR with a rich gas including the desorbed HC from the HC adsorbent 340 can be appropriately implemented and the deterioration of the purification capacity of the EHC 222 caused by implementation of the EGR with an excessively rich gas and worsening of combustion in the engine 200 can be effectively prevented. Furthermore, the desorption efficiency of the adsorbent 340 can be increased, without degrading the purification capacity of the EHC 222 .
  • FIG. 6 is a schematic plan view of the exhaust gas purification apparatus of the fourth embodiment.
  • components identical to those shown in the above-described FIG. 1 are assigned with identical reference symbols and detailed explanation thereof is herein omitted.
  • a system in which purging circulation is performed by the gas circulation pump 350 includes an Air introducing pipe 370 that communicates with the atmosphere for introducing Air (that is, secondary air) to the gas circulation pump 350 and an Air introducing valve 371 that adjusts the amount of introduced Air according to the degree of opening.
  • an internal pressure sensor 360 that detects the pressure inside the system is provided to monitor the increase in the internal pressure of the system caused the by introduction of Air.
  • the internal pressure sensor 360 is installed in the tube of the exhaust pipe 210 , preferably close to the shut valve 330 .
  • the Air may be also introduced from the intake side by motoring the engine 200 , instead of using the Air introducing valve 371 .
  • FIGS. 7A and 7B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the fourth embodiment.
  • the exhaust gas purification apparatus of the fourth embodiment operates in the following manner. More specifically, in the desorption treatment process (steps S 109 to S 112 ) of the adsorbed HC that is implemented when the engine 200 assumes a stop state, the O2 sensor 221 disposed downstream of the EHC 222 is used to determine whether the OSC state of the EHC 222 is periodic or a periodic (step S 400 ). In this case, when it is not determined that the output of the O2 sensor 221 is larger than the predetermined rich determination value (for example, close to 0.8 V) (step S 400 : No), the Air introducing valve 371 remains closed.
  • the predetermined rich determination value for example, close to 0.8 V
  • step S 400 when it is determined that the output of the O2 sensor 221 is larger than the predetermined rich determination value (step S 400 : Yes), it is determined that a completely rich state is assumed and the oxygen contained in the system is almost completely consumed, and the Air introducing valve 371 is opened and oxygen is introduced-in the system to restore the OSC of the EHC 222 (step S 401 ). Because it is possible that the temperature inside the system will be decreased by the introduction of Air, an electric current is passed to the EHC 222 to prevent the decrease in purification capacity (step S 112 ). In addition, when the internal pressure in the system becomes too high because the Air is introduced, it is possible that the gas contained in the system will leak to the atmosphere.
  • step S 402 it is periodically or a periodically determined whether the output of the internal pressure sensor 360 exceeds a predetermined leak determination value.
  • the gas circulation pump 350 is temporarily stopped (step S 403 ), the shut valve 330 is opened, and the pressure is released till the output of the internal pressure sensor 360 somewhat decreases (step S 404 ).
  • step S 402 No
  • the Air introducing valve 371 is opened till the output of the O2 sensor 221 located downstream of the EHC 222 becomes below a predetermined lean determination value (for example, close to 0.2 V) (step S 405 : No) and a completely lean state is assumed. Once the output of the O2 sensor 221 becomes below a predetermined lean determination value (step S 405 : Yes) and a completely lean state is assumed, subsequent Air introduction becomes unnecessary. Therefore, the Air introducing valve 371 is closed (step S 406 ).
  • a predetermined lean determination value for example, close to 0.2 V
  • the Air may be also successively introduced into the system so as to maintain the output of the O2 sensor 221 , which is disposed downstream of the EHC 222 , close to 0 V.
  • the amount of Air introduced into the system may be controlled by performing F/B control of the opening degree of the Air introducing valve 371 according to the variation of the output of the O2 sensor 221 . More specifically, at a predetermined amount of introduced Air, the introduced amount may be increased when the rich output is maintained.
  • the exhaust gas purification apparatus of the fourth embodiment by appropriately introducing oxygen into the system with the Air introducing valve 371 in the desorption treatment process of the adsorbed HC, the OSC insufficiency of the EHC 222 is eliminated, thereby making it possible to avoid the decrease in purification capacity of the desorbed HC.
  • By passing an electric current to the EHC 222 it is possible to avoid the decrease in temperature when the Air is introduced and prevent the purification capacity of the EHC 222 from decreasing.
  • the internal pressure in the system by monitoring the internal pressure in the system with the internal pressure sensor 360 , it is possible to prevent reliably the release of the gas contained in the system to the atmosphere caused by the rise in internal pressure.
  • FIG. 8 is a schematic plan view of the exhaust gas purification apparatus of the fifth embodiment.
  • components identical to those shown in the above-described FIG. 6 are assigned with identical reference symbols and detailed explanation thereof is herein omitted.
  • the configuration of the exhaust gas purification apparatus of the fifth embodiment is different from that of the fourth embodiment as follows. More specifically, the exhaust gas purification apparatus of the fifth embodiment further includes a temperature sensor 380 that detects the temperature of the HC adsorbent 340 .
  • the temperature sensor 380 may directly detect the temperature of the HC adsorbent 340 , or may indirectly evaluate the temperature by the conditions of the exhaust gas introduced into the HC adsorbent 340 .
  • FIGS. 9A and 9B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the fifth embodiment.
  • the exhaust gas purification apparatus of the fifth embodiment operates as follows. More specifically, after the engine 200 has assumes a stop state (step S 108 : Yes), the shut valve 330 is opened or closed, or the Air introducing valve 371 is opened or closed according to whether or not the temperature of the HC adsorbent 340 has reached the predetermined HC desorption temperature (that is, the temperature at which the desorption of the HC adsorbed by the HC adsorbent 340 is enhanced), which is determined based on the output of the temperature sensor 380 (step S 500 ).
  • the predetermined HC desorption temperature that is, the temperature at which the desorption of the HC adsorbed by the HC adsorbent 340 is enhanced
  • the purging treatment is performed by opening the shut valve 330 (step S 501 ) and driving the pump 350 in this state (step S 502 ), thereby circulating the gas contained in the system in an open loop.
  • the Air introducing valve 371 of the pump 350 is then opened (step S 503 ), the Air is introduced in the system, and a state with a maximum OSC of the EHC 222 is maintained.
  • the purging treatment is performed by closing the shut valve 330 (step S 511 ) and driving the pump 350 in this state (step S 512 ), thereby circulating the gas contained in the system in a closed loop.
  • the Air introducing valve 371 of the pump 350 is closed so as to prevent an excess increase in the internal pressure in the system (step S 513 ).
  • the conduction control of the EHC 222 is implemented so that the temperature of the EHC 222 is constantly maintained at a level equal to or higher than the active temperature (step S 504 ) (step S 514 ).
  • the Air is introduced in advance, prior to the desorption of HC. Therefore, the desorbed HC can be purified almost completely from the very start of HC desorption and the time required for the purification can be shortened. In addition, because no Air is introduced during circulation purging in the closed loop, the internal pressure increase in the system can be avoided.
  • FIG. 10 is a schematic plan view of the exhaust gas purification apparatus of the sixth embodiment.
  • components identical to those shown in the above-described FIG. 8 are assigned with identical reference symbols and detailed explanation thereof is herein omitted.
  • the configuration of the exhaust gas purification apparatus of the sixth embodiment is different from that of the fifth embodiment as follows. More specifically, the exhaust gas purification apparatus of the sixth embodiment includes a flow rate sensor 380 that detects the gas flow rate in the system.
  • the flow rate sensor 380 serves to determine, as will be described below, that gas circulation in the system has stopped, that is, serves to confirm that the gas contained in the system is not released although the shut valve 330 is opened. Therefore, it is preferred that the flow rate sensor be disposed close to the shut valve 330 in a location in which the gas flow rate during circulation purging in the closed loop is comparatively large.
  • the flow rate sensor 380 is disposed in a zone where the recirculation channel 310 and exhaust pipe 210 communicate before the shut valve 330 .
  • FIGS. 11A and 11B are a flowchart illustrating the operation of the exhaust gas purification apparatus of the sixth embodiment.
  • the exhaust gas purification apparatus of the sixth embodiment operates as follows. More specifically, in the very middle of the circulation purging, it is periodically or a periodically determined based on the output of the O2 sensor 221 as to whether the OSC of the EHC 222 has to be restored (step S 600 ). When it is necessary to restore the OSC of the EHC 222 (step S 600 : Yes), gas circulation in the system is stopped prior to introducing the Air for restoration (step S 601 ). For example, the drive of the gas circulation pump 350 is stopped. Alternatively, the intake recirculation by the monitoring of the engine 200 is stopped. Then, it is determined with the flow rate sensor 380 as to whether gas circulation in the system has stopped (step S 602 ).
  • step S 602 when it is determined that gas circulation in the system has stopped (step S 602 : Yes), the shut valve 330 is opened (step S 603 ) and the Air introducing valve 371 is opened (step S 604 ).
  • the Air is introduced into the EHC 222 and the OSC of the EHC 222 is restored.
  • monitoring of the engine 200 may be performed and the Air may be introduced into the EHC 222 from the intake side.
  • Such Air introduction is implemented till the OSC of the EHC 222 is completely restored, for example, till the output of the O2 sensor 221 assumes an almost entirely lean state (close to 0 V).
  • the amount of Air matching the OSC of the EHC 222 that has been found in advance may be determined and the introduced amount may be adjusted accordingly.
  • the adjustment of the amount of introduced Air can be performed by regulating the opening degree of the Air introducing valve 371 , and when motoring of the engine 200 is performed, the adjustment can be performed based on the revolution speed of the motor and the opening degree of the throttle 214 .
  • step S 611 the Air introduction is stopped. Then, the temperature of the EHC 222 is detected and where the temperature of the EHC 222 is lower than the active temperature due to the Air introduction, an electric current is passed to the EHC 222 (step S 612 ). Once the temperature of the EHC 222 reaches the active temperature, the shut valve 330 is closed again (step S 613 ) and the circulation purge is restarted (step S 614 ).
  • the shut valve 330 is opened prior to the introduction of Air into the system with the object of restoring the OSC of the EHC 222 in the course of circulation purging. Therefore, the increase in internal pressure caused by the Air introduction can be inhibited. Moreover, because the shut valve 330 is opened after the circulation of gas in the system has been stopped, the release of HC into the external atmosphere via the shut valve 330 can be effectively prevented even when the Air is introduced.
  • the exhaust gas purification apparatus is an example of the “exhaust gas purification apparatus” according to the invention
  • NOx is an example of the “one component” according to the invention
  • the HC is an example of the “other component” according to the invention
  • the EHC 222 is an example of the “first purification means”, “second purification means”, and “heating means” according to the invention
  • the control device 100 is an example of the “air-fuel ratio control means” according to the invention
  • the HC adsorbent 340 is an example of the “adsorption means” according to the invention
  • the O2 sensor 221 is an example of the “air-fuel ratio detection means” according to the invention
  • the temperature sensor 380 is an example of the “desorption state specifying means” according to the invention
  • the shut vale 330 is an example of the “restricting means” according to the invention
  • the recirculation channel 310 and the gas circulation pump 350 or motor 44 are examples of the “recirculation means” according to the invention
  • a resistance heater or a burner-type heater may be used as the first purification means or second purification means in accordance with the invention.
  • the “first point in time” after the start of the engine in accordance with the invention may be a point in time equivalent to that immediately after the engine is started, preferably a point in time at which practically no exhaust gas is discharged from the engine.
  • the “predetermined temperature” in accordance with the invention may be a temperature within an interval from the temperature close to the right-off of the first purification means to the active temperature.
  • the “right-off” as referred to herein is a temperature obtained by adding a certain margin to a temperature established empirically or by simulation as a temperature at which the first purification means starts reacting with the one component or the active temperature of the first purification means at which the first purification means can demonstrate the purification capacity inherent thereto.
  • the state of desorption of the other component from the adsorption means which is specified by the desorption state specifying means in accordance with the invention, may be a state in which the amount of the other component adsorbed by the adsorption means is saturated, or a state in which the other component is easily desorbed from the adsorption means.
  • this time may be established as the second point in time.

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  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
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CN103249927A (zh) * 2010-12-24 2013-08-14 丰田自动车株式会社 内燃机的控制装置
US8776500B2 (en) 2012-03-27 2014-07-15 GM Global Technology Operations LLC System and method for hydrocarbon adsorber regeneration in a hybrid vehicle
US20180291784A1 (en) * 2017-04-06 2018-10-11 Volkswagen Aktiengesellschaft Method for heating a catalytic converter, as well as motor vehicle having a catalytic converter
CN110206624A (zh) * 2019-04-25 2019-09-06 中国汽车技术研究中心有限公司 一种混合动力车辆排放后处理系统的温度控制装置及方法
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GB2581774A (en) * 2019-02-19 2020-09-02 Jaguar Land Rover Ltd Catalyst preheat control apparatus and method
WO2021038146A1 (fr) * 2019-08-29 2021-03-04 Psa Automobiles Sa Systeme et procede de prechauffage pour catalyseur trois voies
US20220090566A1 (en) * 2020-09-24 2022-03-24 Volvo Truck Corporation Internal combustion engine system
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CN103249927A (zh) * 2010-12-24 2013-08-14 丰田自动车株式会社 内燃机的控制装置
US8627654B2 (en) * 2011-08-02 2014-01-14 GM Global Technology Operations LLC Method of treating emissions of a hybrid vehicle with a hydrocarbon absorber and a catalyst bypass system
US20130031889A1 (en) * 2011-08-02 2013-02-07 GM Global Technology Operations LLC Method of treating emissions of a hybrid vehicle with a hydrocarbon absorber and a catalyst bypass system
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US20180291784A1 (en) * 2017-04-06 2018-10-11 Volkswagen Aktiengesellschaft Method for heating a catalytic converter, as well as motor vehicle having a catalytic converter
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GB2581775B (en) * 2019-02-19 2021-09-08 Jaguar Land Rover Ltd Catalyst preheat control apparatus and method
GB2581775A (en) * 2019-02-19 2020-09-02 Jaguar Land Rover Ltd Catalyst preheat control apparatus and method
GB2581774A (en) * 2019-02-19 2020-09-02 Jaguar Land Rover Ltd Catalyst preheat control apparatus and method
GB2581774B (en) * 2019-02-19 2021-09-08 Jaguar Land Rover Ltd Catalyst preheat control apparatus and method
CN110206624A (zh) * 2019-04-25 2019-09-06 中国汽车技术研究中心有限公司 一种混合动力车辆排放后处理系统的温度控制装置及方法
US20220213824A1 (en) * 2019-04-26 2022-07-07 Weichai Power Co., Ltd. Post-treatment system, method for controlling post-treatment system, and vehicle
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FR3100275A1 (fr) * 2019-08-29 2021-03-05 Psa Automobiles Sa Systeme et procede de prechauffage pour catalyseur trois voies
WO2021038146A1 (fr) * 2019-08-29 2021-03-04 Psa Automobiles Sa Systeme et procede de prechauffage pour catalyseur trois voies
US20220090566A1 (en) * 2020-09-24 2022-03-24 Volvo Truck Corporation Internal combustion engine system
US11692500B2 (en) * 2020-09-24 2023-07-04 Volvo Truck Corporation Internal combustion engine system
US20220325647A1 (en) * 2021-04-12 2022-10-13 Ford Global Technologies, Llc Vehicle exhaust and air-circulation system for cold start
US11572816B2 (en) * 2021-04-12 2023-02-07 Ford Global Technologies, Llc Vehicle exhaust and air-circulation system for cold start

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