US20150204224A1 - Exhaust purification system of internal combustion engine - Google Patents

Exhaust purification system of internal combustion engine Download PDF

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Publication number
US20150204224A1
US20150204224A1 US14/408,410 US201314408410A US2015204224A1 US 20150204224 A1 US20150204224 A1 US 20150204224A1 US 201314408410 A US201314408410 A US 201314408410A US 2015204224 A1 US2015204224 A1 US 2015204224A1
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United States
Prior art keywords
particulate filter
exhaust gas
movement promoting
exhaust
control
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US14/408,410
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English (en)
Inventor
Shigeki Daido
Takashi Fukuroda
Naohisa Oyama
Kouji Senda
Seiji Okawara
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Toyota Motor Corp
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Toyota Motor Corp
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Publication date
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: DAIDO, SHIGEKI, FUKURODA, Takashi, OYAMA, NAOHISA, OKAWARA, SEIJI, SENDA, KOUJI
Publication of US20150204224A1 publication Critical patent/US20150204224A1/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
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F01N3/0293—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream
    • 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
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/02—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate silencers in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/022—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
    • F01N3/0222—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0232—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles removing incombustible material from a particle filter, e.g. ash
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
    • F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • 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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F01N3/28—Construction of catalytic reactors
    • F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
    • 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
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • 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
    • F01N2240/22—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 a condensation chamber
    • 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
    • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
    • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
    • 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
    • F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
    • F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
    • F01N2290/10—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement actuated by pressure of exhaust gases, e.g. exhaust pulses
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/04—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by adding non-fuel substances to combustion air or fuel, e.g. additives
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
    • 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 present invention relates to an exhaust purification system of an internal combustion engine.
  • a particulate filter for trapping particulate matter which is contained in exhaust gas in an engine exhaust passage.
  • This particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are arranged alternately via porous partition walls.
  • exhaust gas first flows into the exhaust gas inflow passages, then passes through the partition walls and flows out into the exhaust gas outflow passages. Therefore, the particulate matter which is contained in the exhaust gas is trapped inside the partition walls or on the surfaces of the partition walls which form the inner circumference of the exhaust gas inflow passages.
  • PLT 1 Japanese Patent Publication No. 2005-76462A
  • exhaust gas contains noncombustible ingredients called “ash”.
  • ash is trapped together with the particulate matter by the particulate filter.
  • the ash will not burn or will not vaporize. That is, the ash is not removed from the particulate filter, but remains on the particulate filter.
  • the pressure loss of the particulate filter becomes larger by the amount of ash which is deposited on the particulate filter.
  • PM removal control is liable to be performed regardless of the amount of the particulate filter which is deposited on the particulate filter being relatively small. That is, the timing of execution of PM removal control is liable to be advanced from the optimum timing. Therefore, PM removal control is liable to be unpreferably performed frequently and the energy which is consumed for PM removal control is liable to increase.
  • an exhaust purification system of an internal combustion engine which is provided with a particulate filter for trapping particulate matter which is contained in exhaust gas inside an engine exhaust passage, which particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are alternately arranged through porous partition walls, characterized in that the system comprises: a movement promoting means or a movement promoter for promoting movement of ash which deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages; a detecting means or a detector for detecting pressure loss of the particulate filter; and a PM removing means or a PM remover for performing PM removal control for removing particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value.
  • the movement promoting means judges if the amount of ash which has deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount and performs movement promoting control when it is judged that the amount of ash is greater than the predetermined upper limit amount.
  • the movement promoting means supplies a liquid to the particulate filter to perform the movement promoting control.
  • the liquid is comprised of at least one of water, an aqueous solution, and a liquid fuel.
  • at least one of an engine intake passage, engine exhaust passage upstream of the particulate filter, and exhaust gas recirculation passage which connects the engine intake passage and engine exhaust passage with each other is formed with a condensed water storage part which stores condensed water which is generated at the internal combustion engine, and the movement promoting means supplies condensed water which was stored in the condensed water storage part to the particulate filter, to perform the movement promoting control.
  • the system further comprises an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter; a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter; and a NOx reducing means or a NOx reducer for adding the liquid reducing agent from the reducing agent addition valve with a NOx reduction addition pressure and NOx reduction addition time for reducing the NOx, and that the movement promoting means adds liquid reducing agent from the reducing agent addition valve with an addition pressure which is lower than the NOx reduction addition pressure or with an addition time which is longer than the NOx reduction addition time, to perform the movement promoting control.
  • an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter
  • a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter
  • the movement promoting means makes the pressure inside of the particulate filter pulsate, to perform the movement promoting control.
  • the movement promoting means makes the particulate filter vibrate, to perform the movement promoting control.
  • the movement promoting means makes the temperature of the particulate filter rise to a temperature higher than that at the time of PM removal control, to perform the movement promoting control.
  • the movement promoting means feeds a liquid to the particulate filter and makes the liquid solidify, to perform the movement promoting control.
  • PM removal control can be performed at the optimum timing.
  • FIG. 1 is an overall view of an internal combustion engine.
  • FIG. 2 is a schematic view of a cooling device.
  • FIG. 3A is a front view of a particulate filter.
  • FIG. 3B is a side cross-sectional view of a particulate filter.
  • FIG. 4 is a time chart which explains PM removal control.
  • FIG. 5A is a map which shows an amount of increase.
  • FIG. 5B is a map which shows an amount of decrease.
  • FIG. 6 is a flow chart which shows a routine for executing PM removal control.
  • FIG. 7 is a flow chart which shows a routine for calculating an amount of deposited particulate matter QPM.
  • FIG. 8A is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
  • FIG. 8B is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
  • FIG. 8C is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
  • FIG. 8D is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
  • FIG. 9A is a partial enlarged cross-sectional view of a particulate filter which shows ash which is deposited on an inner circumference of an exhaust gas inflow passage.
  • FIG. 9B is a partial enlarged cross-sectional view which shows ash which is deposited at a rear part of an exhaust gas inflow passage.
  • FIG. 10 is a time chart which explains movement promoting control.
  • FIG. 11A is a graph which explains a difference between intercepts of two asymptotes.
  • FIG. 11B is a graph which explains a difference between intercepts of two asymptotes.
  • FIG. 12 is a flow chart which shows a routine for executing engine start control.
  • FIG. 13 is a flow chart which shows a routine for executing movement promoting control.
  • FIG. 14 is a flow chart which shows a routine for executing idling control.
  • FIG. 15 is a flow chart which shows a routine for calculating a ratio R.
  • FIG. 16 is a graph which explains another embodiment of the ratio R.
  • FIG. 17A is a view which shows another embodiment of a condensed water storage part.
  • FIG. 17B is a view which shows another embodiment of a condensed water storage part.
  • FIG. 17C is a view which shows another embodiment of a condensed water storage part.
  • FIG. 18 is an overview of an internal combustion engine which shows another embodiment of the present invention.
  • FIG. 19 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 18 .
  • FIG. 20 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 19 .
  • FIG. 21 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 22 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 21 .
  • FIG. 23 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 22 .
  • FIG. 24A is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 24B is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 24C is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 25 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 26 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 25 .
  • FIG. 27 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 26 .
  • FIG. 28 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 29 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 28 .
  • FIG. 30 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 29 .
  • FIG. 31 is a time chart which explains still another embodiment according to the present invention.
  • FIG. 32 is a flow chart which shows a routine for executing the exhaust purification control which is shown in FIG. 31 .
  • FIG. 33 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 31 .
  • FIG. 34 is a time chart which explains still another embodiment according to the present invention.
  • FIG. 35 is a flow chart which shows a routine for executing engine stop control which is shown in FIG. 34 .
  • FIG. 36 is a flow chart which shows a routine for executing engine start control which is shown in FIG. 34 .
  • FIG. 37 is a flow chart which shows a routine for executing movement promoting control during stop which is shown in FIG. 34 .
  • FIG. 38 is a flow chart which shows a routine for executing movement promoting control during start which is shown in FIG. 34 .
  • FIG. 39 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
  • FIG. 40 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 39 .
  • FIG. 41 is a flow chart which shows a routine for executing movement promoting control during stop which is shown in FIG. 40 .
  • 1 indicates a body of a compression ignition-type internal combustion engine, 2 a combustion chamber of each cylinder, 3 an electronically controlled fuel injector which injects fuel into a combustion chamber 2 , 4 an intake manifold, and 5 an exhaust manifold.
  • the intake manifold 4 is connected through an intake duct 6 to an outlet of a compressor 7 c of an exhaust turbocharger 7 , while an inlet of the compressor 7 c is connected through an air flowmeter 8 to an air cleaner 9 .
  • an electrically controlled throttle valve 10 is arranged inside the intake duct 6 .
  • a cooling device 11 is arranged for cooling the intake air which flows through the inside of the intake duct 6 .
  • the exhaust manifold 5 is connected to an inlet of an exhaust turbine 7 t of the exhaust turbocharger 7 , while an outlet of the exhaust turbine 7 t is connected to an exhaust post-treatment device 20 .
  • the exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as “EGR”) passage 12 .
  • EGR exhaust gas recirculation
  • an electrically controlled EGR control valve 13 is arranged inside the EGR passage 12 .
  • a cooling device 14 is arranged for cooling the EGR gas which flows through the inside of the EGR passage 12 .
  • each fuel injector 3 is connected through a fuel runner 15 to a common rail 16 .
  • the inside of this common rail 16 is supplied with fuel from an electronically controlled variable discharge fuel pump 17 .
  • the fuel which is supplied to the inside of the common rail 16 is supplied through each fuel runner 15 to a fuel injector 3 .
  • this fuel is comprised of diesel oil.
  • the internal combustion engine is comprised of a spark ignition type internal combustion engine at which fuel is burned with a lean air-fuel ratio.
  • the fuel is comprised of gasoline.
  • the exhaust post-treatment device 20 is provided with an exhaust pipe 21 which is connected to the outlet of the exhaust turbine 7 t, a catalytic converter 22 which is connected to the exhaust pipe 21 , and an exhaust pipe 23 which is connected to the catalytic converter 22 .
  • a wall flow type of particulate filter 24 is arranged inside of the catalytic converter 22 .
  • the catalytic converter 22 is provided with a temperature sensor 25 for detecting the temperature of the particulate filter 24 .
  • a temperature sensor is arranged in the exhaust pipe 21 to detect the temperature of the exhaust gas which flows into the particulate filter 24 .
  • a temperature sensor for detecting the temperature of the exhaust gas which flows out from the particulate filter 24 is arranged in the exhaust pipe 23 . The temperatures of the exhaust gas express the temperature of the particulate filter 24 .
  • the catalytic converter 22 is further provided with a pressure loss sensor 26 for detecting the pressure loss of the particulate filter 24 .
  • the pressure loss sensor 26 is comprised of a pressure difference sensor for detecting the pressure difference upstream and downstream of the particulate filter 24 .
  • the pressure loss sensor 26 is comprised of a sensor which is attached to the exhaust pipe 21 and detects the engine back pressure.
  • the exhaust manifold 5 is provided with a fuel addition valve 27 .
  • This fuel addition valve 27 is supplied with fuel from the common rail 16 . From the fuel addition valve 27 , fuel is added inside of the exhaust manifold 5 .
  • the fuel addition valve 27 is arranged in the exhaust pipe 21 .
  • FIG. 2 shows a cooling device 14 which is provided in the EGR passage 12 .
  • the cooling device 14 is provided with a main passage 14 a which is connected to the EGR passage 12 , a cooler 14 b which is arranged around the main passage 14 a, a bypass passage 14 c which branches from the main passage 14 a upstream of the cooler 14 b and returns to the main passage 14 a downstream of the cooler 14 b, and a bypass control valve 14 d which selectively guides EGR gas to one of the main passage 14 a and bypass passage 14 c.
  • the bypass control valve 14 d is controlled to the cooling position which is shown by the solid line in FIG. 2 , therefore the EGR gas is guided to the cooler 14 b.
  • the bypass control valve 14 d is controlled to the bypass position which is shown by the broken line in FIG. 2 , therefore the EGR gas bypasses the cooler 14 b.
  • the bypass passage 14 c is provided with a condensed water storage part 14 e for storing condensed water which is formed in the EGR passage 12 and the cooling device 14 .
  • the condensed water storage part 14 e is comprised of a recessed part which is formed at the bottom surface of the bypass passage 14 c.
  • the electronic control unit 30 is comprised of a digital computer which is provided with components which are connected with each other by a bidirectional bus 31 such as a ROM (read only memory) 32 , RAM (random access memory) 33 , CPU (microprocessor) 34 , input port 35 , and output port 36 .
  • the output signals of the air flowmeter 8 , temperature sensor 25 , and pressure difference sensor 26 are input through respectively corresponding AD converters 37 to the input port 35 .
  • the accelerator pedal 39 is connected to a load sensor 40 which generates an output voltage which is proportional to the amount of depression L of the accelerator pedal 39 .
  • the output voltage of the load sensor 40 is input through a corresponding AD converter 37 to the input port 35 .
  • the engine body 1 has a water temperature sensor 41 for detecting the engine cooling water temperature and an oil temperature sensor 42 for detecting the engine lubrication oil temperature attached to it.
  • the output voltages of these sensors 41 and 42 are input through the corresponding AD converters 37 to the input port 35 .
  • the input port 35 is connected to a crank angle sensor 43 which generates an output pulse each time the crankshaft rotates by for example 15°.
  • the output pulse from the crank angle sensor 43 is used as the basis to calculate the engine speed Ne.
  • the input port 35 further receives as input the signals which show if the ignition switch 44 and the starter switch 45 are on or off. When the starter switch 45 is on, the starter motor 46 is actuated.
  • the output port 36 is connected through corresponding drive circuits 38 to the fuel injectors 3 , throttle valve 10 drive device, EGR control valve 13 , bypass control valve 14 d, fuel pump 17 , fuel addition valve 27 , and starter motor 46 .
  • FIG. 3A and FIG. 3B show the structure of the wall flow type particulate filter 24 .
  • FIG. 3A shows a front view of the particulate filter 24
  • FIG. 3B shows a side cross-sectional view of the particulate filter 24 .
  • the particulate filter 24 forms a honeycomb structure which is provided with a plurality of exhaust flow passages 71 i, 710 which extend in parallel with each other and partition walls 72 which separate these exhaust flow passages 71 i, 71 o.
  • FIG. 3A and FIG. 3B show the structure of the wall flow type particulate filter 24 .
  • FIG. 3A shows a front view of the particulate filter 24
  • FIG. 3B shows a side cross-sectional view of the particulate filter 24 .
  • the particulate filter 24 forms a honeycomb structure which is provided with a plurality of exhaust flow passages 71 i, 710 which extend in parallel with each other and partition walls 72 which separate these exhaust flow passages 71 i,
  • the exhaust flow passages 71 i, 71 o are comprised of exhaust gas inflow passages 71 i which have upstream ends which are opened and have downstream ends which are closed by plugs 73 d and exhaust gas outflow passages 710 which have upstream ends which are closed by plugs 73 u and have downstream ends which are opened.
  • the hatched parts show plugs 73 u . Therefore, the exhaust gas inflow passages 71 i and exhaust gas outflow passages 710 are alternately arranged through thin partition walls 72 .
  • the exhaust gas inflow passages 71 i and exhaust gas outflow passages 710 are comprised of exhaust gas inflow passages 71 i each of which are surrounded by four exhaust gas outflow passages 710 and of exhaust gas outflow passages 710 each of which are surrounded by four exhaust gas inflow passages 71 i.
  • the exhaust flow passages are comprised of exhaust gas inflow passages with upstream ends and downstream ends which are opened and exhaust gas outflow passages with upstream ends which are closed by plugs and with downstream ends which are open.
  • the partition walls 72 are formed from porous materials such as cordierite, silicon carbide, silicon nitride, zirconia, titania, alumina, silica, mullite, lithium aluminum silicate, zirconium phosphate, and other such ceramics. Therefore, as shown by the arrows in FIG. 3B , the exhaust gas first flows into the exhaust gas inflow passages 71 i, then passes through the surrounding partition walls 72 and flows out to the adjoining exhaust gas outflow passages 710 . In this way, the partition walls 72 form the inner circumferences of the exhaust gas inflow passages 71 i. Note that, the partition walls 72 have average pore sizes of 10 to 25 ⁇ m or so.
  • the partition walls 72 carry a catalyst which has an oxidation function at the two side surfaces and the surfaces inside the pores.
  • the catalyst which has the oxidation function is comprised of palladium Pt, rhodium Rh, palladium Pd, or other such precious metal.
  • the catalyst which has an oxidation function is comprised of a composite oxide including cerium Ce, praseodymium Pr, neodymium Nd, lanthanum La, or other such base metal.
  • the catalyst is comprised of a combination of a precious metal and composite oxide.
  • the exhaust gas contains particulate matter which is formed mainly from solid carbon. This particulate matter is trapped on the particulate filter 24 .
  • fuel is burned under an oxygen excess. Therefore, so long as fuel is not secondarily supplied from the fuel injector 3 and fuel addition valve 27 , the particulate filter 24 is in an oxidizing atmosphere. Further, the particulate filter 24 carries a catalyst which has an oxidation function. As a result, the particulate matter which is trapped on the particulate filter 24 is successively oxidized.
  • the amount of particulate matter which is trapped per unit time becomes greater than the amount of particulate matter which is oxidized per unit time, the amount of particulate matter which is trapped on the particulate filter 24 increases together with the elapse of the engine operation time.
  • PM removal control for removing particulate matter from the particulate filter 24 is repeatedly performed. As a result, the particulate matter on the particulate filter 24 is removed and the pressure loss of the particulate filter 24 is decreased.
  • PM removal control is comprised of temperature elevation control which raises and holds the temperature of the particulate filter 24 to the PM removal temperature (for example 600° C.) to remove the particulate matter by oxidation.
  • temperature elevation control in one embodiment, fuel is added from the fuel addition valve 27 and the fuel is burned at the exhaust passage or particulate filter 24 .
  • fuel is injected from a fuel injector 3 in the compression stroke or exhaust stroke. This fuel is burned in the combustion chamber 2 , exhaust passage, or particulate filter 24 .
  • the amount of increase qPMi as shown in FIG. 5A , is stored as a function of the fuel injection amount QF and the engine speed Ne in the form of a map in advance in the ROM 32 ( FIG. 1 ).
  • the fuel injection amount QF represents the engine load.
  • the amount of decrease qPMd as shown in FIG.
  • the intake air amount Ga expresses the flow of exhaust gas or oxygen which flows into the particulate filter 24 .
  • FIG. 6 shows a routine for executing the PM removal control which is shown in FIG. 4 .
  • step 101 it is judged if the pressure difference PD of the particulate filter 24 is larger than the upper limit value UPD.
  • step 102 temperature elevation control is performed. That is, the target value TTF of the temperature TF of the particulate filter 24 is set to the PM removal temperature TFPM.
  • the temperature of the particulate filter 24 is controlled so that the actual temperature of the particulate filter 24 becomes the target value TTF.
  • step 103 it is judged if the amount of deposited particulate matter QPM is smaller than the lower limit value LQPM.
  • the routine returns to step 102 .
  • QPM ⁇ LQPM the processing cycle is ended. Therefore, the temperature elevation control is ended.
  • step 101 when PD ⁇ UPD, the processing cycle is ended. In this case, temperature elevation control is not performed.
  • FIG. 7 shows a routine for calculating the amount of deposited particulate matter QPM.
  • step 111 the amount of increase qPMi is calculated from the map of FIG. 5A .
  • step 112 the amount of decrease qPMd is calculated from the map of FIG. 5B .
  • the PM removal control is comprised of NOx amount increasing control for increasing the amount of NOx in the exhaust gas which flows into the particulate filter 24 , to remove the particulate matter by oxidation by NOx.
  • NOx amount increasing control for increasing the amount of NOx in the exhaust gas which flows into the particulate filter 24 , to remove the particulate matter by oxidation by NOx.
  • the PM removal control is comprised of ozone supply control which supplies ozone to the particulate filter 24 from an ozone supplier which is connected with the exhaust passage upstream of the particulate filter 24 , to remove the particulate matter by oxidation by ozone.
  • exhaust gas also contains ash.
  • This ash is also trapped at the particulate filter 24 together with the particulate matter.
  • the calcium Ca, zinc Zn, phosphorus P, etc. are derived from the engine lubrication oil, while the sulfur S is derived from the fuel. That is, if explaining calcium sulfate CaSO 4 as an example, the engine lubrication oil flows into the combustion chamber 2 and burns. The calcium Ca in the lubrication oil bonds with the sulfur S in the fuel whereby calcium sulfate CaSO 4 is formed.
  • the ash is not burned or vaporized. That is, the ash is not removed from the particulate filter 24 and remains on the particulate filter 24 .
  • the pressure loss or the pressure difference PD of the particulate filter 24 increases by the amount of the ash which is deposited on the particulate filter 24 .
  • the pressure difference PD increases from its initial value PD 0 , while the amount of deposited particulate matter QPM increases from its initial value zero along the curve CT 1 .
  • PM removal control is started.
  • the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM 1 along the curve CR 1 .
  • the PM removal control is ended.
  • the pressure difference PD is increased from the value PD 1 , while the amount of deposited particulate matter QPM increases from the lower limit value LQPM along the curve CT 2 .
  • PM removal control is started.
  • the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM 2 along the curve CR 2 .
  • the PM removal control is ended. In this way, the increase and decrease of the pressure difference PD and the amount of deposited particulate matter QPM are alternately repeated.
  • FIG. 8A shows a first increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
  • FIG. 8B shows a first decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM
  • FIG. 8C shows a second increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
  • FIG. 8D shows a second decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM.
  • the amount of deposited particulate matter QPM decreases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is stopped, that is, when the PM removal control is started (QPM 1 >QPM 2 ), while the pressure difference PD increases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is started (PD 0 ⁇ PD 1 ⁇ PD 2 ).
  • the timing of execution of PM removal control is liable to be advanced from the optimum timing.
  • the PM removal processing is unpreferably performed frequently and the amount of fuel consumed unpreferably increases.
  • the ash which is deposited on the particulate filter 24 can be considered to be formed from one or both of the ash A which deposits in a dispersed manner on the inner circumferences 71 is of the exhaust gas inflow passages 71 i as shown in FIG. 9A , and the ash A which locally deposits at the rear parts or bottom parts 71 ir of the exhaust gas inflow passages 71 i as shown in FIG. 9B .
  • the ash A which deposits on the inner circumferences 71 is of the exhaust gas inflow passages 71 i has a large effect on the pressure loss or the pressure difference PD of the particulate filter 24 .
  • the ash A which is deposited at the rear part 71 ir of the exhaust gas inflow passage 71 i has a small effect on the pressure loss or the pressure difference PD of the particulate filter 24 .
  • a movement promoting control is performed which promotes movement of the ash A which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i to the rear parts 71 ir of the exhaust gas inflow passages 71 i.
  • the amount of ash which deposits on the inner circumferences 71 is of the exhaust gas inflow passages 71 i can be decreased and the effect of the ash on the pressure difference PD can be kept small. Therefore, the timing of execution of the PM removal control can be maintained at the optimum timing.
  • the movement promoting control is performed by supplying liquid to the particulate filter 24 .
  • This liquid is comprised of condensed water which is stored in the condensed water storage part 14 e.
  • the movement promoting control is performed at the time of engine cold start. As opposed to this, when it is not judged that the amount of ash which deposited on the inner circumferences 71 is is larger than the upper limit amount, the movement promoting control is not performed. This movement promoting control will be explained with reference to FIG. 10 .
  • the solid line shows the case where the movement promoting control is performed
  • the broken line shows the case where the movement promoting control is not performed.
  • the ignition switch 44 is turned on
  • the starter switch 45 is turned on, and therefore engine startup is started.
  • the engine speed Ne rises.
  • the engine speed Ne exceeds a predetermined set value NeC (for example 900 rpm) and complete explosion occurs.
  • normal idling control is performed.
  • the engine speed Ne is maintained at the cold idling speed NeIC (for example, at the highest, 1000 rpm). Further, the EGR control valve 13 is closed, and therefore the feed of EGR gas is prohibited.
  • the engine speed Ne is maintained at the warm idling speed NeIW (for example 700 to 800 rpm). Further, the feed of EGR gas is allowed. That is, the opening degree DEGR of the EGR control valve 13 is controlled in accordance with the engine operating state. Note that, in the example which is shown in FIG.
  • the engine speed Ne is maintained at a predetermined movement promoting idling speed NeIT (for example, 1500 rpm).
  • This movement promoting idling speed NeIT is set higher than the normal idling speeds NeIC and NeIW.
  • the opening degree DEGR of the EGR control valve 13 is increased. In the example which is shown in FIG.
  • the opening degree DEGR is made 100%, that is, the EGR control valve 13 is made full open.
  • the engine operation is cold operation, so the bypass control valve 14 d of the cooling device 14 is controlled to the bypass position ( FIG. 2 ).
  • a relatively large amount of EGR gas flows through the bypass passage 14 c .
  • This large amount of EGR gas causes the condensed water to be discharged from the condensed water storage part 14 e.
  • This condensed water successively flows together with the EGR gas through the intake manifold 4 , combustion chambers 2 , exhaust manifold 5 , and exhaust pipe 21 and is fed to the inside of the particulate filter 24 .
  • the ash on the inner circumference 71 is of the exhaust gas inflow passage 71 i is washed away by the condensed water and is moved to the rear part 71 ir .
  • the ash is wet by the condensed water whereby the ash layer which is formed on the inner circumference 71 is of the exhaust gas inflow passage 71 i is destroyed and the ash easily separates from the inner circumference 71 is .
  • the ash which separated from the inner circumference 71 is is easily moved by the exhaust gas to the rear part 71 ir during the subsequent engine operation.
  • the condensed water is fed as a liquid to the particulate filter 24 , therefore movement of the ash can be reliably promoted.
  • the movement promoting control due to the movement promoting control, the amount of condensed water which passes through a combustion chamber 2 is relatively small and no water hammer phenomenon occurs. Further, if movement promoting control is performed, the particulate matter which is deposited on the inner circumference 71 is also moves to the rear part 71 ir . The particulate matter which was moved in this way is removed by the subsequent
  • the normal idling control is started. That is, when the engine operation is cold operation, the engine speed Ne is maintained at the cold idling speed NeIC and the EGR control valve 13 is closed. Next, if, at the time tb 4 , the engine operation switches to warm operation, the engine speed Ne is maintained at the warm idling speed NeIW and the feed of EGR gas is allowed.
  • the amount of increase in the fuel consumption rate over the new fuel consumption rate is about 13%.
  • the amount of increase in the fuel consumption rate over the new fuel consumption rate after the movement promoting control is performed is about 3%. In this way, by the movement promoting control, it is possible to reliably suppress the increase in the fuel consumption rate.
  • C 1 The difference of the intercepts of these two formulas is represented by C 1 .
  • B 1 represents the pressure loss of the particulate filter 24 itself and corresponds to PD 0 .
  • the difference Ci of the intercepts represents the amount of particulate matter which has deposited on the particulate filter 24 at the time of the i-th increasing action of the pressure difference PD and the amount of deposited particulate matter QPM. Alternatively, it represents the amount of particulate matter which is removed from the particulate filter 24 at the time of the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM. The amount of this particulate matter becomes smaller as the amount of the ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i becomes greater.
  • FIG. 11A shows the case where the difference Ci or the ratio R is large
  • FIG. 11B shows the case where the difference Ci or the ratio R is small.
  • FIG. 12 shows a routine for executing the engine start control in the embodiment which is shown in FIG. 1 .
  • This routine is executed just once when the ignition switch 44 is turned on.
  • Ne ⁇ NeC the routine returns to step 122 .
  • Ne>NeC that is, when complete explosion occurs, next the routine proceeds to step 123 where it is judged if the ratio R is smaller than the lower limit value RL.
  • step 124 it is judged if the engine operation is cold operation.
  • step 125 the movement promoting control routine is executed.
  • FIG. 13 shows a routine for executing movement promoting control in the embodiment which is shown in FIG. 1 .
  • This routine is for example executed at step 125 of FIG. 12 .
  • the target speed TNe is set to the movement promoting idling speed NeIT.
  • the engine speed is controlled so that the actual engine speed becomes the target speed TNe.
  • the EGR control valve 13 is opened.
  • the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 of FIG. 12 .
  • FIG. 14 shows the routine for executing the normal idling control.
  • step 141 it is judged if the amount of depression L of the accelerator pedal 39 is zero, that is, if the engine operation is in idling operation.
  • L>0 that is, when the engine operation is not idling operation
  • the processing cycle is ended.
  • step 142 next the routine proceeds to step 142 where it is judged if the flag X has been set.
  • the processing cycle is ended.
  • step 143 it is judged if the amount of depression L of the accelerator pedal 39 is zero, that is, if the engine operation is in idling operation.
  • L>0 that is, when the engine operation is not idling operation
  • the routine proceeds to step 142 where it is judged if the flag X has been set.
  • the flag X
  • step 143 it is judged if the engine operation is cold operation.
  • the routine proceeds to step 144 where the target speed TNe is set to the cold idling speed NeIC.
  • step 146 the EGR control valve 13 is closed.
  • the routine proceeds to step 146 where the target speed TNe is set to the warm idling speed NeIW.
  • the feed of EGR gas is allowed.
  • FIG. 15 shows the routine for calculation of the ratio R.
  • the pressure difference PD is read.
  • the amount of particulate matter QPM is read.
  • the routine proceeds to step 154 where it is judged if the PM removal control has switched from stop to execute.
  • the processing cycle is ended.
  • the routine proceeds to step 155 where the asymptote ASTi of the curve CTi for the i-th increasing action is determined.
  • the routine proceeds from step 153 to step 156 where the asymptote ASRi of the curve CRi for the i-th decreasing action is determined.
  • the difference Ci of the intercepts is calculated.
  • the amount of decrease Di or ratio Di/D 1 becomes smaller as the amount of ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i becomes greater. Therefore, the ratio R is calculated in the form of Di/D 1 .
  • FIG. 17A to FIG. 17C show another embodiment of a condensed water storage part 14 e.
  • the bypass passage 14 c of the cooling device 14 is bent downward.
  • the condensed water storage part 14 e is configured by the bent part of the bypass passage 14 c.
  • the condensed water storage part 14 e is configured by a recessed part which is formed at the bottom surface of the intake manifold 4 .
  • the condensed water storage part 14 e is configured by a recessed part which is formed at the bottom surface of the exhaust manifold 5 . Note that, in the embodiment which is shown in FIG. 17B and FIG.
  • a condensed water storage part 14 e is configured by a recessed part which is formed in the bottom surface of the housing of the exhaust turbocharger 7 or a recessed part which is formed in the bottom surface of the exhaust pipe 21 .
  • FIG. 18 shows another embodiment according to the present invention.
  • the particulate filter 24 carries a NOx reducing catalyst 24 a.
  • This NOx reducing catalyst 24 a has the function of reducing the NOx in the exhaust gas by a reducing agent in an oxidizing atmosphere in which the reducing agent is contained.
  • the NOx reducing catalyst 24 a is for example comprised of a carrier which is formed from titania on which vanadium oxide is carried, that is, a vanadium-titania catalyst, or of a carrier which is formed from zeolite on which copper is carried, that is, a copper-zeolite catalyst.
  • the NOx reducing catalyst is arranged downstream of the particulate filter 24 .
  • a reducing agent addition valve 50 is arranged for secondarily adding a reducing agent in the exhaust gas.
  • the reducing agent addition valve 50 is connected through a reducing agent feed pipe 51 to a reducing agent tank 52 .
  • a variable discharge pressure-type reducing agent pump 53 is arranged inside the reducing agent feed pipe 51 .
  • the reducing agent is comprised of a urea aqueous solution.
  • the reducing agent tank 52 stores the urea aqueous solution.
  • a reducing agent is added from the reducing agent addition valve 50 for reducing the NOx.
  • This reducing agent is next supplied to the NOx reducing catalyst 24 a.
  • NOx is reduced in the NOx reducing catalyst 24 a.
  • the reducing agent is added from the reducing agent addition valve 50 with the NOx reduction addition pressure and the NOx reduction addition time.
  • the liquid which is supplied in the movement promoting control is comprised of a reducing agent which is added from the reducing agent addition valve 50 , that is, a urea aqueous solution. That is, as shown in FIG. 19 , after engine startup at the time tc 1 , if complete explosion occurs at the time tc 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through the particulate filter 24 is increased. At this time, the reducing agent is added from the reducing agent addition valve 50 with the movement promoting addition pressure in the form of a liquid. This liquid reducing agent is supplied by the exhaust gas to the particulate filter 24 .
  • the movement promoting addition pressure and the movement promoting addition time are set so that the reducing agent is not atomized much at all and is supplied in the form of a liquid to the particulate filter 24 . That is, the reducing agent is added with a movement promoting addition pressure which is lower than the NOx reduction addition pressure or with a movement promoting addition time which is longer than the NOx reduction addition time.
  • the movement promoting addition pressure and the movement promoting addition time are set in accordance with the engine operating state. In the embodiment which is shown in FIG. 18 , the movement promoting addition pressure becomes higher as the intake air amount becomes greater and becomes higher as the temperature of the exhaust gas which flows into the particulate filter 24 becomes higher. Further, the movement promoting addition time becomes longer as the pressure inside the exhaust pipe 21 becomes higher and becomes longer the greater the amount of ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i.
  • FIG. 20 shows a routine for executing the movement promoting control which is shown in FIG. 19 .
  • This routine is for example executed at step 125 of FIG. 12 .
  • the target speed TNe is set at the movement promoting idling speed NeIT.
  • the movement promoting addition pressure is calculated.
  • the movement promoting addition time is calculated.
  • the reducing agent is added from the reducing agent addition valve 50 with the movement promoting addition pressure for the movement promoting addition time.
  • the processing cycle is ended. That is, the movement promoting control is ended, and the routine proceeds to step 126 of FIG. 12 .
  • the liquid which is supplied to the movement promoting control is comprised of fuel which is added from the fuel addition valve 27 .
  • the fuel which is added from the fuel addition valve 27 is used for reducing the NOx at the catalyst which is carried on the particulate filter 24 .
  • it is used for the above-mentioned temperature elevation control.
  • liquid fuel is added from the fuel addition valve 27 .
  • the fuel is added with an addition pressure which is lower than the addition pressure for NOx reduction or temperature elevation control or an addition time which is longer than the addition time for NOx reduction or temperature elevation control.
  • the fuel is added in the form of a liquid to the particulate filter 24 .
  • FIG. 21 shows still another embodiment according to the present invention.
  • a liquid addition valve 55 is arranged in the EGR passage 12 to secondarily add liquid into the EGR gas.
  • the liquid addition valve 55 is connected through a liquid feed pipe 56 to a liquid tank 57 .
  • a variable discharge liquid pump 58 is arranged inside the liquid feed pipe 56 .
  • the liquid is comprised of water.
  • the water is stored in the liquid tank 57 .
  • the liquid is comprised of an aqueous solution or liquid fuel.
  • the liquid which is supplied in the movement promoting control is comprised of the liquid which is added from the liquid addition valve 55 , that is, water. That is, as shown in FIG. 22 , if, after engine startup at the time td 1 , complete explosion occurs at the time td 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. Further, the EGR control valve 13 is opened. At this time, water is added from the liquid addition valve 55 with the movement promoting addition pressure. This water is supplied by the exhaust gas to the particulate filter 24 .
  • the movement promoting addition pressure and the movement promoting addition time are set so that the water is supplied in the form of a liquid to the particulate filter 24 .
  • the normal idling control is started. Further, the addition of water is stopped. That is, the movement promoting control is stopped.
  • FIG. 23 shows a routine for executing the movement promoting control which is shown in FIG. 22 .
  • This routine is for example executed at step 125 of FIG. 12 .
  • the target speed TNe is set to the movement promoting idling speed NeIT.
  • the EGR control valve 13 is opened.
  • the movement promoting addition pressure is calculated.
  • the movement promoting addition time is calculated.
  • liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
  • the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 of FIG. 12 .
  • a liquid addition valve 55 is arranged at the intake duct 6 .
  • the liquid addition valve 55 is arranged at the exhaust manifold 5 .
  • the liquid addition valve 55 is arranged at the exhaust pipe 21 . Note that, in the embodiments which are shown from FIG. 24A to FIG. 24C , the EGR control valve 13 is closed at the time of movement promoting control.
  • FIG. 25 shows still another embodiment according to the present invention.
  • an exhaust control valve 60 which can open and close the exhaust pipe 23 is arranged in the exhaust pipe 23 downstream of the particulate filter 24 .
  • the exhaust control valve 60 is normally set full open.
  • the movement promoting control is comprised of generation of pressure pulsation in the particulate filter 24 . That is, as shown in FIG. 26 , if, after engine startup at the time te 1 , complete explosion occurs at the time te 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. At this time, the exhaust control valve 60 is alternately repeatedly opened and closed. As a result, pulsation occurs in the pressure in the particulate filter 24 . Due to this pressure pulsation, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed and the ash easily peels off from the inner circumferences 71 is .
  • the ash which peeled off from the inner circumferences 71 is is easily moved by the exhaust gas to the rear parts 71 ir during the subsequent engine operation.
  • a predetermined set time tE elapsed
  • the normal idling control is started. Further, the exhaust control valve 60 is maintained full open. That is, the movement promoting control is stopped.
  • FIG. 27 shows the routine for executing the movement promoting control which is shown in FIG. 26 .
  • This routine is for example executed at step 125 of FIG. 12 .
  • the target speed TNe is set to the movement promoting idling speed NeIT.
  • the exhaust control valve 60 is opened and closed repeatedly.
  • the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 of FIG. 12 .
  • FIG. 28 shows still another embodiment according to the present invention.
  • the catalytic converter 22 has a vibrator 61 attached to it.
  • the movement promoting control is comprised of the generation of vibration at the particulate filter 24 .
  • the vibrator 61 is actuated. As a result, the particulate filter 24 is given vibration. Due to this vibration, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed and the ash is easily separated from the inner circumferences 71 is . The ash which is separated from the inner circumferences 71 is is easily moved by the exhaust gas to the rear parts 71 ir during the subsequent engine operation.
  • the vibrator 61 is stopped. That is, the movement promoting control is stopped.
  • FIG. 30 shows the routine for executing the movement promoting control which is shown in FIG. 29 .
  • This routine is for example executed at step 126 of FIG. 12 .
  • the target speed TNe is set to the movement promoting idling speed NeIT.
  • the vibrator 61 is actuated.
  • the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 of FIG. 12 .
  • FIG. 31 shows still another embodiment of the present invention.
  • temperature elevation control for movement promotion is performed where the temperature TF of the particulate filter 24 rises to the movement promoting temperature TFT which is higher than the PM removal control.
  • exhaust gas amount increasing control is performed to temporarily make the amount of exhaust gas which runs through the particulate filter 24 increase.
  • the ash shrinks due to the heating, the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily peels off from the inner circumferences 71 is .
  • the ash which peeled off from the inner circumferences 71 is is easily and reliably moved by the increased exhaust gas to the rear parts 71 ir .
  • the movement promoting temperature TFT is for example from 630° C. to 1100° C. or so.
  • the movement promoting control of this embodiment is performed at the time of normal operation after engine startup has been completed. That is, as shown in FIG. 31 , at the time tg 1 , PM removal control is started, whereby the temperature TF of the particulate filter 24 is raised to the PM removal temperature TFPM.
  • the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM and the PM removal control is ended.
  • movement promoting control is started. Specifically, first, temperature elevation control for movement promotion is started. That is, the temperature TF of the particulate filter 24 is raised from the PM removal temperature TFPM to the movement promoting temperature TFT and held there. If doing this, the energy which is required for the temperature elevation control for movement promotion can be decreased. Next, if, at the time tg 3 , a predetermined set time tG 1 elapses, the temperature elevation control for movement promotion is ended. Next, exhaust gas amount increasing control is started.
  • fuel is added from the fuel addition valve 27 .
  • This fuel is burned in the exhaust passage or particulate filter 24 .
  • fuel is injected from a fuel injector 3 in the compression stroke or the exhaust stroke and this fuel is burned in the combustion chamber 2 , exhaust passage, or particulate filter 24 .
  • exhaust gas amount increasing control the engine speed or the throttle opening degree is increased.
  • FIG. 32 shows a routine for executing the exhaust purification control which is shown in FIG. 31 .
  • the PM removal control routine which is shown in FIG. 6 is executed.
  • R ⁇ RL next the routine proceeds to step 203 where the movement promoting control routine is executed.
  • the processing cycle is ended. Therefore, in this case, the movement promoting control routine is not executed.
  • FIG. 33 shows a routine for executing the movement promoting control which is shown in FIG. 31 .
  • This routine is for example executed at step 203 of FIG. 32 .
  • the target value TTF of the temperature TF of the particulate filter 24 is set to the movement promoting temperature TFT.
  • the routine returns to step 211 .
  • the routine proceeds to step 213 where exhaust gas amount increasing control is performed.
  • the routine returns to step 213 .
  • the processing cycle is ended. That is, exhaust gas amount increasing control ends, therefore the movement promoting control is ended.
  • the exhaust gas amount increasing control is omitted.
  • the ash which is peeled off from the inner circumferences 71 is by the temperature elevation control for movement promotion is easily moved to the rear parts 71 ir by the exhaust gas during the subsequent engine operation.
  • FIG. 34 shows another embodiment of the movement promoting control in the embodiment which is shown in FIG. 24C .
  • the movement promoting control is comprised of movement promoting control during stop which is performed when the engine is stopped and movement promoting control during start which is performed when the engine is subsequently started.
  • the ash is wet by the condensed water, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily peels off from the inner circumferences 71 is .
  • the set time tH 1 is set to the time necessary for lowering the temperature TF of the particulate filter 24 so that the liquid which is added from the liquid addition valve 55 does not vaporize at the particulate filter 24 .
  • the addition of liquid is stopped. That is, movement promoting control during stop is stopped.
  • the ignition switch 44 is turned on and the engine is started.
  • movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through the particulate filter 24 is increased.
  • FIG. 35 shows a routine for executing the engine stop control which is shown in FIG. 34 .
  • This routine is executed just once when the ignition switch 44 is turned off.
  • the engine operation is stopped.
  • the routine proceeds to step 224 where the movement promoting control routine during stop is executed.
  • step 226 the powering of the electronic control unit 30 is stopped.
  • the processing cycle is ended.
  • the routine proceeds from step 223 to step 226 . Therefore, in this case, movement promoting control is not performed.
  • FIG. 36 shows a routine for executing the engine start control which is shown in FIG. 34 .
  • This routine is executed one time when the ignition switch 44 is turned on.
  • NeNeC the routine returns to step 232 .
  • Ne>NeC that is, when complete explosion occurs
  • next the routine proceeds to step 233 where it is judged if the flag XX explained with reference to FIG. 35 is set.
  • step 234 the movement promoting control routine during start is executed.
  • the routine proceeds to step 235 . Therefore, in this case, movement promoting control during start is not performed.
  • FIG. 37 shows the routine for executing the movement promoting control during stop which is shown in FIG. 34 .
  • This routine is for example executed at step 224 of FIG. 35 .
  • step 241 it is judged if the set time tH 1 has elapsed from when the ignition switch 44 was turned off. When the set time tH 1 has not elapsed, the routine returns to step 241 .
  • step 242 the routine proceeds to step 242 where the movement promoting addition pressure is calculated.
  • the movement promoting addition time is calculated.
  • the liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
  • the processing cycle is ended. That is, the movement promoting control during stop is ended and the routine proceeds to step 225 of FIG. 35 .
  • FIG. 38 shows a routine for execution of movement promoting control during start which is shown in FIG. 34 .
  • This routine is for example executed at step 234 of FIG. 36 .
  • the target speed TNe is set to the movement promoting idling speed NeIT.
  • FIG. 39 shows still another embodiment according to the present invention.
  • the embodiment which is shown in FIG. 39 differs from the embodiment which is shown in FIG. 34 in the point that the catalytic converter 24 has a cooler 62 attached to it and the liquid which is added to the particulate filter 24 is solidified by the cooler 62 .
  • the ash is wet by condensed water, the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily separates from the inner circumferences 71 is .
  • the set time tJ 1 is set in the same way as the above set time tH 1 .
  • the cooler 62 is actuated and the liquid which is added to the particulate filter 24 solidifies. As a result, the liquid expands, so the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is further destroyed. Therefore, the ash is further easily peeled off from the inner circumferences 71 is .
  • the cooler 62 is stopped. That is, the movement promoting control during stop is stopped.
  • the set time tJ 4 is set to the time which is required for the liquid which was added to the particulate filter 24 to sufficiently solidify.
  • the ignition switch 44 is turned on and the engine is started. At this time, the solidified liquid melts.
  • the time tj 7 if complete explosion occurs, movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which flows through the inside of the particulate filter 24 is increased. Therefore, the ash which is separated from the inner circumferences 71 of the exhaust gas inflow passages 71 i is easily moved to the rear parts 71 ir .
  • the time tj 8 when a predetermined set time tJ 5 has elapsed, the normal idling control is started. That is, the movement promoting control during start is stopped.
  • FIG. 41 shows the routine for execution of the movement promoting control during stop which is shown in FIG. 39 .
  • This routine is for example executed at step 224 of FIG. 35 .
  • step 261 it is judged if the set time tJ 1 has elapsed from when the ignition switch 44 was turned off. When the set time tJ 1 has not elapsed, the routine returns to step 261 .
  • step 262 the movement promoting addition pressure is calculated.
  • the movement promoting addition time is calculated.
  • the liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
  • step 265 it is judged if the set time tJ 3 has elapsed from when addition of the liquid was stopped. When the set time tJ 3 has not elapsed, the routine returns to step 265 . When the set time tJ 3 has elapsed, next the routine proceeds to step 266 where the cooler 62 is actuated. At the next step 267 , it is judged if the set time tJ 4 has elapsed from when the cooler 63 was actuated. When the set time tJ 4 has not elapsed, the routine returns to step 266 . When the set time tJ 4 has elapsed, next the processing cycle is ended. That is, the movement promoting control during stop is ended, and the routine proceeds to step 225 of FIG. 35 .

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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)
  • Processes For Solid Components From Exhaust (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Exhaust Gas After Treatment (AREA)
US14/408,410 2012-09-05 2013-09-05 Exhaust purification system of internal combustion engine Abandoned US20150204224A1 (en)

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JP2012195420A JP5798533B2 (ja) 2012-09-05 2012-09-05 内燃機関の排気浄化装置
JP2012-195420 2012-09-05
PCT/JP2013/074606 WO2014038724A1 (en) 2012-09-05 2013-09-05 Exhaust Purification System of Internal Combustion Engine

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US20190040777A1 (en) * 2016-02-11 2019-02-07 Scania Cv Ab An engine system lubricated by means of a lubrication oil that forms ammonia-soluble ash when combusted, and a vehicle comprising such an engine system
US20190040785A1 (en) * 2016-02-11 2019-02-07 Scania Cv Ab Use of a lubrication oil that forms water-soluble ash when combusted, engine system in which the oil is used and a vehicle comprising the engine system
US10598062B2 (en) 2016-12-27 2020-03-24 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
US10612437B2 (en) 2015-06-16 2020-04-07 Mtu Friedrichshafen Gmbh Method for mobilising ash in an exhaust-gas particle filter
CN112004999A (zh) * 2018-05-09 2020-11-27 宝马汽车股份有限公司 内燃机的颗粒过滤器的灰分负荷的求取
US11008914B2 (en) 2016-12-27 2021-05-18 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine

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SE541734C2 (en) * 2016-02-11 2019-12-03 Scania Cv Ab Engine system in which a lubrication oil that forms water-soluble ash when combusted is used and a vehicle comprising the engine system
SE541935C2 (en) 2016-02-11 2020-01-07 Scania Cv Ab Engine system and vehicle comprising means for dissolving water-soluble ash in a diesel particulate filter
US10392999B2 (en) * 2016-10-11 2019-08-27 Ford Global Technologies, Llc Method and system for exhaust particulate matter sensing
JP6654585B2 (ja) * 2017-02-17 2020-02-26 株式会社Ｓｏｋｅｎ 内燃機関の排気浄化装置
JP6717250B2 (ja) * 2017-03-31 2020-07-01 トヨタ自動車株式会社 内燃機関の制御装置
JP2019044757A (ja) * 2017-09-07 2019-03-22 いすゞ自動車株式会社 排気浄化装置および内燃機関
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CN111764991A (zh) * 2019-04-01 2020-10-13 联合汽车电子有限公司 一种颗粒物捕集器移除故障的诊断装置及诊断方法

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US10598062B2 (en) 2016-12-27 2020-03-24 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
US11008914B2 (en) 2016-12-27 2021-05-18 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine
CN112004999A (zh) * 2018-05-09 2020-11-27 宝马汽车股份有限公司 内燃机的颗粒过滤器的灰分负荷的求取
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EP2850293A1 (de) 2015-03-25
JP2014051896A (ja) 2014-03-20
BR112014031552A2 (pt) 2017-06-27
CN104395570A (zh) 2015-03-04
WO2014038724A1 (en) 2014-03-13
RU2014151055A (ru) 2016-10-27
IN2014DN10689A (de) 2015-08-28

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