US20110107739A1 - Warm-up method and system for warming up exhaust purification catalyst - Google Patents
Warm-up method and system for warming up exhaust purification catalyst Download PDFInfo
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- US20110107739A1 US20110107739A1 US12/995,090 US99509009A US2011107739A1 US 20110107739 A1 US20110107739 A1 US 20110107739A1 US 99509009 A US99509009 A US 99509009A US 2011107739 A1 US2011107739 A1 US 2011107739A1
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- turbine
- exhaust gas
- exhaust
- warm
- purification catalyst
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
- F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
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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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B39/00—Component parts, details, or accessories relating to, driven charging or scavenging pumps, not provided for in groups F02B33/00 - F02B37/00
- F02B39/02—Drives of pumps; Varying pump drive gear ratio
- F02B39/08—Non-mechanical drives, e.g. fluid drives having variable gear ratio
- F02B39/10—Non-mechanical drives, e.g. fluid drives having variable gear ratio electric
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
- F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
- F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
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- 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
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/0255—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus to accelerate the warming-up of the exhaust gas treating apparatus at engine start
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- 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
- B01D2258/012—Diesel engines and lean burn gasoline engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9445—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC]
- B01D53/9454—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC] characterised by a specific device
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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
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/36—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an exhaust flap
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D2041/026—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus using an external load, e.g. by increasing generator load or by changing the gear ratio
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- 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
Definitions
- a motor vehicle mounted with an internal combustion engine such as a diesel engine or a gasoline engine uses a catalytic converter containing a catalyst, for example, a three-way catalyst, for purifying the exhaust gas.
- a catalytic converter containing a catalyst for example, a three-way catalyst, for purifying the exhaust gas.
- the reducing ability of such an exhaust purification catalyst is activated at elevated temperatures, and therefore, temperature control is important for the proper functioning of the exhaust purification catalyst.
- the temperature of the exhaust gas is low, so that a certain period of time (warm-up time) is needed to activate the exhaust purification catalyst.
- various methods have been adopted so far, such as a method of using a heater to heat the exhaust purification catalyst and a method of setting a relatively high idling speed immediately after the start of the engine.
- the warm-up system may further comprise: an exhaust gas recirculation device for recirculating an exhaust gas of the engine from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger; and control means for operating the exhaust gas recirculation device to recirculate the exhaust gas when the exhaust purification catalyst needs to be warmed up.
- the turbine of the turbocharger is applied with counter torque, so that the exhaust gas discharged from the internal combustion engine slows down and takes more time to travel, making it possible to raise the temperature of the exhaust gas in a portion of the exhaust passage between the internal combustion engine and the turbine. Accordingly, the exhaust gas of high temperature can be supplied to the exhaust purification catalyst, whereby the warm-up time is shortened and the exhaust purification catalyst is activated in a short time.
- FIG. 1 schematically illustrates an exhaust purification catalyst warm-up system according to a first embodiment of the present invention
- FIG. 8 schematically illustrates an exhaust purification catalyst warm-up system according to a fifth embodiment of the present invention.
- the exhaust purification catalyst warm-up system illustrated in FIG. 1 is a system for warming up an exhaust purification catalyst 4 (catalytic converter) which is arranged in an exhaust passage 3 of an internal combustion engine (engine 2 ) equipped with a turbocharger 1 .
- the warm-up system comprises load means (electric motor 1 m ) coupled to the turbine 1 t of the turbocharger 1 , and control means S for driving the load means (electric motor 1 m ) during a warm-up of the exhaust purification catalyst 4 to apply counter torque to the turbine 1 t.
- a pressure sensor 31 is arranged in the exhaust passage 3 to detect the pressure of the exhaust gas on the inlet side of the exhaust purification catalyst 9 .
- the sensor 31 is electrically connected to the control means 5 , and in accordance with the output from the sensor 31 , the control means 5 controls the electric motor 1 m.
- the sensor 31 may be arranged closer to the turbine 1 t to detect the pressure of the exhaust gas on the outlet side of the turbine 1 t .
- the control means 5 applies the counter torque to the turbine 1 t in such a manner that the exhaust gas pressure, indicated by the output of the pressure sensor 31 , is about 10 to 30% lower than that observed when no counter torque is applied to the turbine 1 t.
- FIGS. 5 through 10 schematically illustrate exhaust purification catalyst warm-up systems according to second through seventh embodiments, respectively, of the present invention.
- like reference numerals refer to like elements already explained above with reference to the first embodiment, and description of such elements is omitted.
- variable geometry turbocharger With the variable geometry turbocharger, the flow rate of the exhaust gas flowing into the turbine 1 t can be controlled by opening/closing the variable nozzle 1 n, thus controlling the flow rate of the compressed air supplied to the engine 2 , whereby high supercharging efficiency is ensured over a wide operating range of the engine 2 with the use of the single turbocharger 1 .
- the variable nozzle 1 n represents all types of mechanisms that enable the turbocharger 1 to vary its capacity, and includes a flap type and a vane type, for example.
- the variable nozzle 1 n is electrically connected to the control means 5 so as to be opened and closed at desired timing.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Exhaust Gas After Treatment (AREA)
- Supercharger (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
- Exhaust-Gas Circulating Devices (AREA)
Abstract
A warm-up system for warming up an exhaust purification catalyst arranged in an exhaust passage of an engine equipped with a turbocharger. The warm-up system includes an electric motor coupled to a turbine of the turbocharger, and control device that operates the electric motor to apply counter torque to the turbine when the exhaust purification catalyst needs to be warmed up.
Description
- The present invention relates to a warm-up method and system for warming up a catalyst for purifying exhaust gas, and more particularly, to a warm-up method and system capable of speeding up activation of the exhaust purification catalyst of an internal combustion engine equipped with a turbocharger.
- A motor vehicle mounted with an internal combustion engine such as a diesel engine or a gasoline engine uses a catalytic converter containing a catalyst, for example, a three-way catalyst, for purifying the exhaust gas. The reducing ability of such an exhaust purification catalyst is activated at elevated temperatures, and therefore, temperature control is important for the proper functioning of the exhaust purification catalyst. Immediately after the start of the engine, however, the temperature of the exhaust gas is low, so that a certain period of time (warm-up time) is needed to activate the exhaust purification catalyst. To remove the drawback, various methods have been adopted so far, such as a method of using a heater to heat the exhaust purification catalyst and a method of setting a relatively high idling speed immediately after the start of the engine.
- Meanwhile, some internal combustion engines are equipped with turbochargers with a view to increasing the engine output. The turbocharger is a device whereby the energy of the exhaust gas is recovered with the use of a turbine to drive a compressor so that compressed air may be supplied to the engine to increase the output. In turbocharged internal combustion engines, the catalytic converter containing an exhaust purification catalyst is generally arranged downstream of the turbocharger. As a consequence of such arrangement of the turbocharged internal combustion engine, the amount of heat supplied to the exhaust purification catalyst is liable to decrease because of the recovery of the exhaust energy by the turbocharger and the heat capacity of the turbocharger itself, requiring a relatively long warm-up time compared with internal combustion engines not equipped with turbochargers. In the case of the turbocharged internal combustion engine, therefore, it is important that the warm-up time be reduced as short as possible.
- For example,
Patent Document 1 identified below discloses turbocharger control means whereby a determination is made as to whether or not the catalytic converter needs to be warmed up, and when the warm-up of the catalytic converter is needed, the control means controls the rotating speed of the turbine such that a pressure difference between the exhaust gas flowing into the turbine and the exhaust gas flowing out of the turbine falls within a predetermined range. With the turbocharger control means, when the catalytic converter needs to be warmed up, the control means decreases the pressure difference between the exhaust gas flowing into the turbine of the turbocharger and the exhaust gas flowing out of the turbine so as to fall within the predetermined range, so that the resistance exerted by the turbine against the flow of the exhaust gas lessens, thereby decreasing the exhaust heat energy needed to rotate the turbine. Consequently, the consumption of the exhaust heat energy by the turbine is restrained. Since the exhaust gas of sufficiently high temperature can be supplied to the catalytic converter when the catalytic converter needs to be warmed up, the catalytic converter can be warmed up in a short time, thus improving the warm-up efficiency. -
- Patent Document 1: Japanese Laid-open Patent Publication No. 2007-278252
- The turbocharger control means disclosed in
Patent Document 1 is, however, based on the technical concept that loss in the amount of heat generated by the internal combustion engine is reduced as small as possible so that the saved heat energy may be appropriated to the warm-up of the exhaust purification catalyst. There is naturally a limit to the extent to which the loss in the heat amount can be reduced. Also, complicated process is required to control the difference between the turbine inflow and outflow exhaust pressures to a level close to zero in a short period of time. Further, a certain length of time is needed to bring the difference between the turbine inflow and outflow exhaust pressures to a level close to zero, and there is a limit to the extent to which the warm-up time can be shortened. - The present invention was created to solve the above problems, and an object thereof is to provide an exhaust purification catalyst warm-up method and system whereby a warm-up time required to warm up an exhaust purification catalyst is shortened by employing a simple procedure, thus making it possible to speed up the activation of the exhaust purification catalyst.
- The present invention provides a warm-up method for warming up an exhaust purification catalyst arranged in an exhaust passage of an internal combustion engine equipped with a turbocharger, the warm-up method being characterized in that temperature of an exhaust gas in the exhaust passage is raised by applying counter torque to a turbine of the turbocharger.
- When the counter torque is applied, the exhaust gas may be recirculated from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger.
- The turbocharger may include turbine flow rate adjusting means for adjusting a flow rate of the exhaust gas flowing into the turbine. In this case, when the counter torque is applied to the turbine, the turbine flow rate adjusting means may be controlled such that energy loss of the exhaust gas is lessened, or may be controlled such that the exhaust gas is recirculated from the upstream side of the turbine back to the downstream side of the compressor of the turbocharger.
- The present invention also provides a warm-up system for warming up an exhaust purification catalyst arranged in an exhaust passage of an internal combustion engine equipped with a turbocharger, the warm-up system being characterized by comprising: load means coupled to a turbine of the turbocharger; and control means for operating the load means to apply counter torque to the turbine when the exhaust purification catalyst needs to be warmed up.
- The control means may control the load means in accordance with an output of a sensor for detecting a rotating speed of the turbine or a pressure in the exhaust passage.
- The warm-up system may further comprise: an exhaust gas recirculation device for recirculating an exhaust gas of the engine from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger; and control means for operating the exhaust gas recirculation device to recirculate the exhaust gas when the exhaust purification catalyst needs to be warmed up.
- Also, the warm-up system may further comprise: turbine flow rate adjusting means for adjusting a flow rate of the exhaust gas flowing into the turbine; and control means for operating the turbine flow rate adjusting means to lessen energy loss of the exhaust gas when the exhaust purification catalyst needs to be warmed up.
- The warm-up system may further comprise: an exhaust gas recirculation device for recirculating the exhaust gas from the upstream side of the turbine back to the downstream side of the compressor of the turbocharger; turbine flow rate adjusting means for adjusting the flow rate of the exhaust gas flowing into the turbine; and control means for operating the exhaust gas recirculation device and the turbine flow rate adjusting means to recirculate the exhaust gas when the exhaust purification catalyst needs to be warmed up.
- With the exhaust purification catalyst warm-up method and system according to the present invention, when the exhaust purification catalyst needs to the warmed up such as at the start of the engine, the turbine of the turbocharger is applied with counter torque, so that the exhaust gas discharged from the internal combustion engine slows down and takes more time to travel, making it possible to raise the temperature of the exhaust gas in a portion of the exhaust passage between the internal combustion engine and the turbine. Accordingly, the exhaust gas of high temperature can be supplied to the exhaust purification catalyst, whereby the warm-up time is shortened and the exhaust purification catalyst is activated in a short time.
- According to the present invention, counter torque has only to be applied to the turbine. Thus, complicated process such as pressure control is unnecessary; nevertheless, it is possible to activate the exhaust purification catalyst in a short time by means of a simple control procedure.
-
FIG. 1 schematically illustrates an exhaust purification catalyst warm-up system according to a first embodiment of the present invention; -
FIG. 2 illustrates time changes of turbine rotating speed and exhaust gas temperature; -
FIG. 3 illustrates a first modification of the first embodiment illustrated inFIG. 1 ; -
FIG. 4 illustrates a second modification of the first embodiment illustrated inFIG. 1 ; -
FIG. 5 schematically illustrates an exhaust purification catalyst warm-up system according to a second embodiment of the present invention; -
FIG. 6 schematically illustrates an exhaust purification catalyst warm-up system according to a third embodiment of the present invention; -
FIG. 7 schematically illustrates an exhaust purification catalyst warm-up system according to a fourth embodiment of the present invention; -
FIG. 8 schematically illustrates an exhaust purification catalyst warm-up system according to a fifth embodiment of the present invention; -
FIG. 9 schematically illustrates an exhaust purification catalyst warm-up system according to a sixth embodiment of the present invention; and -
FIG. 10 schematically illustrates an exhaust purification catalyst warm-up system according to a seventh embodiment of the present invention. - Embodiments of the present invention will be described below with reference to
FIGS. 1 through 10 .FIG. 1 illustrates a schematic construction of an exhaust purification catalyst warm-up system according to a first embodiment of the present invention. - The exhaust purification catalyst warm-up system illustrated in
FIG. 1 is a system for warming up an exhaust purification catalyst 4 (catalytic converter) which is arranged in anexhaust passage 3 of an internal combustion engine (engine 2) equipped with aturbocharger 1. The warm-up system comprises load means (electric motor 1 m) coupled to theturbine 1 t of theturbocharger 1, and control means S for driving the load means (electric motor 1 m) during a warm-up of theexhaust purification catalyst 4 to apply counter torque to theturbine 1 t. - The
turbocharger 1 is a device whereby exhaust gas energy is recovered by means of theturbine 1 t to drive acompressor 1 c so that compressed air may be supplied to theengine 2 to increase the engine output. Thecompressor 1 c has an inlet connected to anintake passage 6 for letting in air from the outside, and has an outlet connected to an engine-side intake passage 6 e for supplying the compressed air to theengine 2. An intercooler for cooling the compressed air may be arranged in the engine-side intake passage 6 e. Theturbine 1 t has an inlet connected to an engine-side exhaust passage 3 e for conveying the exhaust gas discharged from theengine 2, and has an outlet connected to anexhaust passage 3 for emitting the exhaust gas to the outside. - The
turbocharger 1 shown inFIG. 1 includes an electric motor in which is capable of controlling the rotating speed of the turbine it and also capable of operating theturbocharger 1 independently of the flow rate of the exhaust gas supplied to theturbine 1 t. Generally, theelectric motor 1 m is adapted to operate in a manner such that when the flow rate of the exhaust gas is not high enough to attain a required rotating speed of theturbine 1 t (e.g., during a start-up operation of the engine 2), the electric motor in forcedly rotates theturbine 1 t in a direction (in the figure, direction P) to increase the amount of intake air introduced into thecompressor 1 c. According to the present invention, by contrast, theelectric motor 1 m is operated so as to apply counter torque to theturbine 1 t when theexhaust purification catalyst 4 needs to be warmed up. Specifically, theelectric motor 1 m is driven so that theturbine 1 t may be applied with torque in a direction N opposite to the direction P which is the forward direction of theturbine 1 t. As the counter torque is applied to theturbine 1 t, theturbine 1 t becomes less likely to rotate, constituting resistance to the exhaust gas flowing to theexhaust passage 3. Consequently, the exhaust gas discharged from theengine 2 tends to stagnate in the engine-side exhaust passage 3 e and moves more slowly to theexhaust passage 3 on the downstream side of theturbine 1 t. By thus making the exhaust gas stay longer in the engine-side exhaust passage 3 e, it is possible to effectively raise the temperature of the exhaust gas, so that the temperature of the exhaust gas flowing through theexhaust passage 3 can be raised in a short period of time. Namely, activation of the exhaust purification catalyst can be accelerated by a simple method of applying counter torque to theturbine 1 t. - The
turbine 1 t is provided with asensor 1 s (e.g., rotary encoder or the like) for detecting the rotating speed of the turbine. Thesensor 1 s is electrically connected to the control means 5, and in accordance with the output from thesensor 1 s, the control means 5 controls theelectric motor 1 m to generate counter torque such that the rotating speed of theturbine 1 t becomes equal to a predetermined rotating speed. Since the start-up operation of theengine 2 is a rated operation, the amount of counter torque to be applied to theturbine 1 t may be set in advance according to the type or size of theengine 2 orturbocharger 1, thereby omitting thesensor 1 s. - The
engine 2 is, for example, a diesel engine or gasoline engine mounted on a motor vehicle or the like. The amount of the compressed air to be supplied and the amount of the fuel to be supplied are controlled in accordance with operating conditions of theengine 2. Such control operation is carried out by an electronic control unit (ECU) mounted on the vehicle. Operation of theengine 2 is controlled by means of air-fuel ratio (air mass/fuel mass). During normal operation, for example, the air-fuel ratio is controlled to a ratio close to the stoichiometric air-fuel ratio (with which the reaction of oxygen in the air with fuel takes place with neither of the two being too much or deficient) to cause theexhaust purification catalyst 4 to function effectively. In some cases, the air-fuel ratio is controlled to a ratio (economical air-fuel ratio) higher than the stoichiometric air-fuel ratio in order to improve the fuel efficiency as well as to reduce toxic substances contained in the exhaust gas. Also, at the start of theengine 2, the air-fuel ratio is controlled to produce a relatively rich air-fuel mixture so as to increase the engine output. The electronic control unit (ECU) serves also as the control means 5 of the warm-up system of the present invention. - The
exhaust purification catalyst 4 is, for example, a three-way catalyst. The three-way catalyst is a catalyst for removing toxic substances (mainly, hydrocarbons, carbon monoxide, and nitrogen oxides) contained in the exhaust gas. Theexhaust purification catalyst 4 to be used in the present invention is, however, not limited to the three-way catalyst. The catalytic converter containing theexhaust purification catalyst 4 is provided with adetector 4 s for detecting activation of the exhaust purification catalyst. Thedetector 4 s is, for example, a thermometer or an oxygen concentration detector. Where a thermometer is used as thedetector 4 s, it is determined whether or not the temperature detected by the thermometer has reached a temperature at and above which theexhaust purification catalyst 4 is activated (in the case of the three-way catalyst, 200 to 300° C.). Since the temperature of theexhaust purification catalyst 4 is determined by the exhaust gas temperature, thedetector 4 s may be so positioned as to detect the temperature of the exhaust gas immediately upstream or downstream of theexhaust purification catalyst 4. On the other hand, where an oxygen concentration detector is used as thedetector 4 s, it is determined based on the output of thedetector 4 s whether or not theexhaust purification catalyst 4 is functioning properly. In this case, thedetector 4 s is preferably arranged immediately downstream of theexhaust purification catalyst 4. Alternatively, a detector for detecting the concentration of some other gas than oxygen, such as carbon dioxide, may be used. - The control means 5 is constituted by the aforementioned electronic control unit (ECU). The control means 5 is electrically connected with an
ignition key 7 for starting theengine 2 and thus is capable of detecting the start of theengine 2. Also, the control means 5 is electrically connected with fuel supply means of theengine 2 to supply fuel to theengine 2 such that an air-fuel mixture formed in theengine 2 has a desired air-fuel ratio. Further, the control means 5 is electrically connected with the electric motor in to control the operation (start and stop, rotating speed, etc.) of theelectric motor 1 m. The control means 5 is also electrically connected with thedetector 4 s to determine whether or not theexhaust purification catalyst 4 has been activated. On detecting the start of theengine 2 as manipulation of theignition key 7, the control means 5 couples theelectric motor 1 m and the turbine it together by a clutch and operates theelectric motor 1 m such that counter torque is applied to theturbine 1 t. The amount of the counter torque applied to theturbine 1 t by the electric motor in is controlled in accordance with, for example, the output of thesensor 1 s. Also, the control means 5 determines on the basis of the signal from thedetector 4 s whether or not theexhaust purification catalyst 4 has been activated and, if theexhaust purification catalyst 4 is judged to have been activated, stops theelectric motor 1 m and disengages the clutch. -
FIG. 2 illustrates time changes of the turbine rotating speed and the exhaust gas temperature, wherein the horizontal axis indicates time (in minutes), the left-hand vertical axis indicates the turbine rotating speed (rpm), and the right-hand vertical axis indicates the exhaust gas temperature (° C.). In the graph, data obtained with a conventional warm-upsystem 1 is indicated by dot-dash lines (F1, T1), data obtained with a conventional warm-upsystem 2 is indicated by dot-dot-dash lines (F2, T2), and data obtained with the warm-up system of the present invention is indicated by solid lines (F3, T3). - For the conventional warm-up
system 1, an exhaust purification catalyst warm-up system was used which was equipped with an ordinary turbocharger having no electric motor coupled to its turbine. With the conventional warm-upsystem 1, the turbine rotating speed showed a curve F1, indicated by the dot-dash line inFIG. 2 , during the warm-up operation, and the idling speed p was set to a relatively high speed (e.g., about 30,000 to 50,000 revolutions). Since in the conventional warm-upsystem 1, the turbocharger is driven by the exhaust gas discharged from the engine, the turbine rotating speed could not be raised in a short time during the start-up operation of the engine, requiring a certain length of time for the turbine rotating speed to reach the idling speed p. As a result, a long time t1 (e.g., 5 to 6 minutes) was required for the exhaust purification catalyst to reach an activation temperature α (e.g., 200 to 300° C.) at and above which the exhaust purification catalyst is activated, as indicated by the dot-dash straight line T1 inFIG. 2 . - For the conventional warm-up
system 2, an exhaust purification catalyst warm-up system was used which was equipped with an electrically assisted turbocharger having an electric motor coupled to its turbine. With the conventional warm-upsystem 2, the turbine rotating speed showed a curve F2, indicated by the dot-dot-dash line inFIG. 2 , during the warm-up operation. Although the set idling speed p was relatively high as in the conventional warm-upsystem 1, the turbine rotating speed could be raised in a short time during the start-up operation of the engine because the turbine was actively rotated by the electric motor, whereby the time necessary for the turbine rotating speed to reach the idling speed p could be shortened. In the conventional warm-upsystem 2, however, the loss of the exhaust gas energy was large as in the case of the conventional warm-upsystem 1, with the result that a relatively long idling time t2 (e.g., 4 to 5 minutes) was required for the exhaust purification catalyst to reach the activation temperature α (e.g., 200 to 300° C.), as indicated by the dot-dot-dash straight line T2 inFIG. 2 . - With the exhaust purification catalyst warm-up system according to the present invention illustrated in
FIG. 1 , theturbine 1 t is applied with counter torque during the warm-up operation, and therefore, the turbine rotating speed showed a curve F3 indicated by the solid line inFIG. 2 . An idling speed q was set to be lower than the idling speed p set in the conventional warm-up systems. More specifically, the idling speed q is set to approximately ⅓ to ⅔ (e.g., about 10,000 to 30,000 revolutions) of the idling speed p of the conventional warm-up systems. By applying the counter torque to theturbine 1 t such that theturbine 1 t serves as resistance to the flow of the exhaust gas, it is possible to cause the exhaust gas discharged from theengine 2 to stay in the engine-side exhaust passage 3 e and travel slowly toward theexhaust passage 3 on the downstream side of theturbine 1 t, whereby the temperature of the exhaust gas in the engine-side exhaust passage 3 e can be effectively raised. With the warm-up method according to the present invention, since the temperature of the exhaust gas is elevated by applying the counter torque to theturbine 1 t of theturbocharger 1, an idling time t3 necessary for theexhaust purification catalyst 4 to reach the activation temperature a (e.g., 200 to 300° C.) can be shortened to about one to two minutes, as indicated by the solid straight line T3 inFIG. 2 . - In the above description, the amount of the counter torque is controlled on the basis of the rotating speed of the
turbine 1 t. Alternatively, the pressure in the exhaust passage 3 (including the engine-side exhaust passage 3 e) may be detected, and the amount of the counter torque applied to the turbine it may be controlled on the basis of the detected pressure, as described below.FIGS. 3 and 4 show first and second modifications, respectively, of the first embodiment illustrated inFIG. 1 . In these figures, like reference numerals refer to like elements already explained with reference to the first embodiment, and description of such elements is omitted. - In the first modification illustrated in
FIG. 3 , apressure sensor 31 is arranged in theexhaust passage 3 to detect the pressure of the exhaust gas on the inlet side of the exhaust purification catalyst 9. Thesensor 31 is electrically connected to the control means 5, and in accordance with the output from thesensor 31, the control means 5 controls theelectric motor 1 m. Thesensor 31 may be arranged closer to theturbine 1 t to detect the pressure of the exhaust gas on the outlet side of theturbine 1 t. In the first modification, the control means 5 applies the counter torque to theturbine 1 t in such a manner that the exhaust gas pressure, indicated by the output of thepressure sensor 31, is about 10 to 30% lower than that observed when no counter torque is applied to theturbine 1 t. - In the second modification illustrated in
FIG. 4 , thepressure sensor 31 is arranged in the engine-side exhaust passage 3 e, which is part of theexhaust passage 3, to detect the pressure of the exhaust gas on the inlet side of theturbine 1 t. Thesensor 31 is electrically connected to the control means 5, and in accordance with the output from thesensor 31, the control means 5 controls theelectric motor 1 m. Thesensor 31 may be arranged closer to theengine 2 to detect the pressure of the exhaust gas on the outlet side of theengine 2. In the second modification, the control means 5 applies the counter torque to theturbine 1 t in a manner such that the exhaust gas pressure, indicated by the output of thepressure sensor 31, is about 10 to 30% higher than that detected when no counter torque is applied to theturbine 1 t. - Where the rotating speed of the
turbine 1 t is restrained, the rotating speed of thecompressor 1 c lowers, so that the amount of compressed air supplied to theengine 2 decreases. Since the amount of fuel supplied to theengine 2 is correspondingly decreased, the amount of heat energy retained by the exhaust gas lowers. Thus, it is generally thought that restraining the rotating speed of the turbine is not desirable as a means to accelerate the activation of theexhaust purification catalyst 4. The present invention is based on a knowledge contrary to the generally accepted thought, that is, the knowledge that although the amount of the exhaust heat energy imparted by theengine 2 lowers, the use of theturbine 1 t as the resistance to the exhaust gas flow makes it possible to effectively raise the temperature of the exhaust gas in a short period of time by accumulating the exhaust heat energy generated by theengine 2. According to the present invention, therefore, not only the activation of theexhaust purification catalyst 4 can be accelerated but the fuel efficiency of theengine 2 can be improved. Also, since theexhaust purification catalyst 4 can be activated in a short time, the heat or thermal mass of theexhaust purification catalyst 4 may be small. Accordingly, the amount of theexhaust purification catalyst 4 used can be reduced, making it possible to cut down costs and also to further shorten the warm-up time. - Other embodiments of the present invention will be now described.
FIGS. 5 through 10 schematically illustrate exhaust purification catalyst warm-up systems according to second through seventh embodiments, respectively, of the present invention. In these figures, like reference numerals refer to like elements already explained above with reference to the first embodiment, and description of such elements is omitted. - The second embodiment illustrated in
FIG. 5 comprises an exhaust gas recirculation (EGR) device for recirculating part of the exhaust gas from the upstream side of the turbine it back to the downstream side of thecompressor 1 c, and control means 5 for operating the exhaust gas recirculation device to recirculate the exhaust gas when theexhaust purification catalyst 4 needs to be warmed up. The exhaust gas recirculation device includes anEGR passage 41 connecting the engine-side exhaust passage 3 e to the engine-side intake passage 6 e, and anEGR valve 42 inserted in theEGR passage 41. TheEGR valve 42 is electrically connected to the control means 5 so as to be opened and closed at desired timing. For example, when the start of theengine 2 is detected through detection of manipulation of theignition key 7, when a predetermined time has passed after the start of theengine 2, when the rotating speed of theturbine 1 t has reached a predetermined speed, or when the pressure in theexhaust passage 3 has increased to a predetermined pressure, the control means 5 opens theEGR valve 42 to recirculate the exhaust gas through theEGR passage 41. By recirculating the exhaust gas in the engine-side exhaust passage 3 e back to the intake side, it is possible to effectively raise the temperature of the exhaust gas. Also, on detecting the activation of theexhaust purification catalyst 4, for example, the control means 5 closes theEGR valve 42. Generally, the exhaust gas recirculation device is connected with a cooling device such as a cooler. While the exhaust gas is recirculated in accordance with the present invention, the cooling device is not operated, because the temperature of the exhaust gas needs to be raised. - The third embodiment illustrated in
FIG. 6 comprises turbine flow rate adjusting means for adjusting the flow rate of the exhaust gas flowing into theturbine 1 t, and control means 5 for operating the turbine flow rate adjusting means when theexhaust purification catalyst 4 needs to be warmed up, so as to reduce the energy loss of the exhaust gas due to the turbine flow rate adjusting means. Specifically, avariable nozzle 1 n as the turbine flow rate adjusting means is arranged at the exhaust gas inlet of theturbine 1 t. Thus, theturbocharger 1 illustrated inFIG. 6 is what is called a variable geometry turbocharger. With the variable geometry turbocharger, the flow rate of the exhaust gas flowing into theturbine 1 t can be controlled by opening/closing thevariable nozzle 1 n, thus controlling the flow rate of the compressed air supplied to theengine 2, whereby high supercharging efficiency is ensured over a wide operating range of theengine 2 with the use of thesingle turbocharger 1. Thevariable nozzle 1 n represents all types of mechanisms that enable theturbocharger 1 to vary its capacity, and includes a flap type and a vane type, for example. Thevariable nozzle 1 n is electrically connected to the control means 5 so as to be opened and closed at desired timing. During the warm-up operation, thevariable nozzle 1 n is controlled by the control means 5 so that the energy loss of the exhaust gas attributable to theturbine 1 t may be lessened. Specifically, when the start of theengine 2 is detected through detection of manipulation of theignition key 7, the control means 5 opens, preferably, fully opens thevariable nozzle 1 n. Where thevariable nozzle 1 n is opened, the resistance of thevariable nozzle 1 n to the exhaust gas flow is small, making it possible to reduce the energy loss of the exhaust gas due to thevariable nozzle 1 n. The turbine flow rate adjusting means may alternatively be a wastegate valve, though not illustrated. - The fourth and fifth embodiments illustrated in
FIGS. 7 and 8 , respectively, each comprise an exhaust gas recirculation (EGR) device for recirculating part of the exhaust gas from the upstream side of theturbine 1 t to the downstream side of thecompressor 1 c, turbine flow rate adjusting means for adjusting the flow rate of the exhaust gas flowing into theturbine 1 t, and control means 5 for operating the exhaust gas recirculation device and the turbine flow rate adjusting means to recirculate the exhaust gas when theexhaust purification catalyst 4 needs to be warmed up. The exhaust gas recirculation device includes anEGR passage 41 connecting the engine-side exhaust passage 3 e to the engine-side intake passage 6 e and anEGR valve 42 inserted in theEGR passage 41, like the second embodiment, and is controlled by the control means 5 in the same manner as in the second embodiment. On the other hand, the turbine flow rate adjusting means serves to increase the pressure in the engine-side exhaust passage 3 e, thereby facilitating the recirculation of the exhaust gas in the engine-side exhaust passage 3 e back to the intake side. - The fourth embodiment illustrated in
FIG. 7 uses thevariable nozzle 1 n as the turbine flow rate adjusting means. Immediately after theEGR valve 42 is opened by the control means 5 upon detection the start of theengine 2 in terms of manipulation of theignition key 7, for example, the pressure in the engine-side exhaust passage 3 e cannot be effectively increased by merely applying the counter torque to theturbine 1 t. Accordingly, thevariable nozzle 1 n is first kept in a state close to the closed state, and after the exhaust gas recirculation device becomes capable of functioning properly, the opening of thevariable nozzle 1 n is increased so as to restrain reduction in the exhaust gas energy. The opening of thevariable nozzle 1 n may be adjusted by determining whether or not a preset time period has elapsed from the start of theengine 2 or by monitoring the internal pressures of the engine-side exhaust andintake passages - The fifth embodiment illustrated in
FIG. 8 uses awastegate valve 1 w as the turbine flow rate adjusting means. Thewastegate valve 1 w includes abranch passage 51 connected to the engine-side intake passage 6 e, and abypass passage 52 connected to theexhaust passage 3 on the downstream side of theturbine 1 t. When the pressure of the compressed air flowing through the engine-side intake passage 6 e becomes excessively high, thewastegate valve 1 w is opened to allow part of the exhaust gas to bypass theturbine 1 t, so that the flow rate of intake air flowing into thecompressor 1 c decreases, lowering the pressure of the compressed air as a result. Thewastegate valve 1 w is electrically connected to the control means 5 so as to be opened and closed at desired timing. Immediately after theEGR valve 42 is opened by the control means 5 upon detection the start of theengine 2 in terms of manipulation of theignition key 7, for example, the pressure in the engine-side exhaust passage 3 e cannot be effectively increased by merely applying the counter torque to theturbine 1 t. Accordingly, thewastegate valve 1 w is first kept in a state close to the closed state, and after the exhaust gas recirculation device becomes capable of functioning properly, the opening of thewastegate valve 1 w is increased so as to restrain reduction of the exhaust gas energy. The opening of thewastegate valve 1 w may be adjusted by determining whether or not a preset time period has elapsed from the start of theengine 2 or by monitoring the internal pressures of the engine-side exhaust andintake passages - The sixth and seventh embodiments illustrated in
FIGS. 9 and 10 , respectively, each use anelectric generator 1 g as the load means. Theelectric motor 1 m used in the first embodiment may be replaced with theelectric generator 1 g, and also in this case, counter torque can be applied to theturbine 1 t as in the first embodiment. Theelectric generator 1 g is connected to astorage battery 61 for storing the electricity generated by theelectric generator 1 g. The use of the electricity stored in thestorage battery 61 is not limited to those mentioned below with reference to the sixth and seventh embodiments. - In the sixth embodiment illustrated in
FIG. 9 , theturbocharger 1 is associated with an electrically operatedbooster 62. Thebooster 62 includes acompressor 62 c arranged in theintake passage 6, and anelectric motor 62 m for driving thecompressor 62 c. Theelectric motor 62 m is driven by the electricity supplied from thestorage battery 61. Also, theelectric motor 62 m is electrically connected to the control means 5 so as to be driven during the start-up operation etc. of theengine 2. The electrically operatedbooster 62 ensures that a certain amount of intake air is supplied to the engine even while theturbine 1 t is applied with counter torque, whereby the amount of fuel supplied to theengine 2 can be increased to thereby increase the amount of the exhaust heat energy, and as a consequence, the warm-up time for warming up theexhaust purification catalyst 4 can be further shortened. - In the seventh embodiment illustrated in
FIG. 10 , theturbine 1 t andcompressor 1 c of theturbocharger 1 are disconnected from each other, theturbine 1 t is coupled with theelectric generator 1 g, and thecompressor 1 c is coupled with theelectric motor 1 m. Theelectric generator 1 g and theelectric motor 1 m are connected to thestorage battery 61 such that the electricity generated by theelectric generator 1 g is stored in thestorage battery 61 and also that the electricity stored in thestorage battery 61 is supplied to theelectric motor 1 m. With this arrangement, theturbine 1 t and thecompressor 1 c can be operated independently of each other, and this ensures that a certain amount of intake air can be supplied to the engine by thecompressor 1 c even while theturbine 1 t is applied with counter torque. Accordingly, the amount of fuel supplied to theengine 2 can be increased to thereby increase the amount of the exhaust heat energy, whereby the warm-up time required to warm up theexhaust purification catalyst 4 can be further shortened. Also, since theturbine 1 t and thecompressor 1 c are separate from each other, restrictions on the layout of the individual elements can be alleviated, thus providing the advantage of enhanced flexibility. - The present invention is not limited to the foregoing embodiments and may be modified in various ways without departing from the spirit and scope of the invention. For example, in the second through seventh embodiments, the
sensor 31 may be provided to detect the pressure in theexhaust passage 3, and in the sixth and seventh embodiments, the exhaust gas recirculation device and/or the turbine flow rate adjusting means (variable nozzle 1 n,wastegate valve 1 w, etc.) may be additionally used. -
- 1 turbocharger
- 1 t turbine
- 1 c compressor
- 1 m electric motor
- 1 s sensor
- 1 n variable nozzle
- 1 w wastegate valve
- 1 g electric generator
- 2 engine
- 3 exhaust passage
- 3 e engine-side exhaust passage
- 4 exhaust purification catalyst
- 4 s detector
- 5 control means
- 6 intake passage
- 6 e engine-side intake passage
- 7 ignition key
- 31 sensor
- 41 EGR passage
- 42 EGR valve
- 51 branch passage
- 52 bypass passage
- 61 storage battery
- 62 electrically operated booster
- 62 c compressor
- 62 m electric motor
Claims (9)
1. A warm-up method for warming up an exhaust purification catalyst arranged in an exhaust passage of an internal combustion engine equipped with a turbocharger,
wherein temperature of an exhaust gas in the exhaust passage is raised by applying counter torque to a turbine of the turbocharger.
2. The warm-up method according to claim 1 , wherein the exhaust gas is recirculated from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger.
3. The warm-up method according to claim 1 , wherein the turbocharger includes a turbine flow rate adjusting device that adjusts a flow rate of the exhaust gas flowing in to the turbine, and the turbine flow rate adjusting device is controlled such that energy loss of the exhaust gas is lessened.
4. The warm-up method according to claim 1 , wherein the turbocharger includes a turbine flow rate adjusting device that adjusts a flow rate of the exhaust gas flowing into the turbine, and the turbine flow rate adjusting device is controlled such that the exhaust gas is recirculated from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger.
5. A warm-up system for warming up an exhaust purification catalyst arranged in an exhaust passage of an internal combustion engine equipped with a turbocharger, comprising:
a load device coupled to a turbine of the turbocharger;
and
a control device that operates the load device to apply counter torque to the turbine when the exhaust purification catalyst needs to be warmed up.
6. The warm-up system according to claim 5 , wherein the control device controls the load device in accordance with an output of a sensor for detecting a rotating speed of the turbine or a pressure in the exhaust passage.
7. The warm-up system according to claim 5 ,
further comprising:
an exhaust gas recirculation device for recirculating an exhaust gas of the engine from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger; and
a control device that operates the exhaust gas recirculation device to recirculate the exhaust gas when the exhaust purification catalyst needs to be warmed up.
8. The warm-up system according to claim 5 ,
further comprising:
a turbine flow rate adjusting device that adjusts a flow rate of an exhaust gas flowing into the turbine; and
a control device that operates the turbine flow rate adjusting device to lessen energy loss of the exhaust gas when the exhaust purification catalyst needs to be warmed up.
9. The warm-up system according to claim 5 ,
further comprising:
an exhaust gas recirculation device for recirculating an exhaust gas of the engine from an upstream side of the turbine back to a downstream side of a compressor of the turbocharger;
a turbine flow rate adjusting device that adjusts a flow rate of the exhaust gas flowing into the turbine; and
a control device that operates the exhaust gas recirculation device and the turbine flow rate adjusting device to recirculate the exhaust gas when the exhaust purification catalyst needs to be warmed up.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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JP2008142458A JP5177401B2 (en) | 2008-05-30 | 2008-05-30 | Method and system for warming up exhaust gas purification catalyst |
JP2008-142458 | 2008-05-30 | ||
PCT/JP2009/055986 WO2009145002A1 (en) | 2008-05-30 | 2009-03-25 | Method and system for warming up exhaust gas purifying catalyst |
Publications (1)
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US20110107739A1 true US20110107739A1 (en) | 2011-05-12 |
Family
ID=41376888
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US12/995,090 Abandoned US20110107739A1 (en) | 2008-05-30 | 2009-03-25 | Warm-up method and system for warming up exhaust purification catalyst |
Country Status (6)
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US (1) | US20110107739A1 (en) |
EP (1) | EP2302184B1 (en) |
JP (1) | JP5177401B2 (en) |
KR (1) | KR101244607B1 (en) |
CN (1) | CN102046940B (en) |
WO (1) | WO2009145002A1 (en) |
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Also Published As
Publication number | Publication date |
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EP2302184A4 (en) | 2012-05-30 |
KR101244607B1 (en) | 2013-03-25 |
JP2009287495A (en) | 2009-12-10 |
CN102046940B (en) | 2013-05-22 |
EP2302184A1 (en) | 2011-03-30 |
WO2009145002A1 (en) | 2009-12-03 |
JP5177401B2 (en) | 2013-04-03 |
CN102046940A (en) | 2011-05-04 |
EP2302184B1 (en) | 2014-12-24 |
KR20110003375A (en) | 2011-01-11 |
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