WO2004101966A1 - エンジンの排気ガス浄化装置 - Google Patents
エンジンの排気ガス浄化装置 Download PDFInfo
- Publication number
- WO2004101966A1 WO2004101966A1 PCT/JP2004/007005 JP2004007005W WO2004101966A1 WO 2004101966 A1 WO2004101966 A1 WO 2004101966A1 JP 2004007005 W JP2004007005 W JP 2004007005W WO 2004101966 A1 WO2004101966 A1 WO 2004101966A1
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- WO
- WIPO (PCT)
- Prior art keywords
- catalyst
- exhaust gas
- air
- engine
- secondary air
- Prior art date
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
- F01N3/08—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
- F01N3/30—Arrangements for supply of additional air
-
- 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
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/0275—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a NOx trap or adsorbent
-
- 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
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
- F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
- F02D41/1463—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus
- F02D41/1465—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases downstream of exhaust gas treatment apparatus with determination means using an estimation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/36—Control for minimising NOx emissions
-
- 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
- the present invention relates to an exhaust gas purification device suitable for a motorcycle engine.
- an engine exhaust gas purifying device shown in Fig. 6 is generally used. This is together when the exhaust system 2 1 connected to the engine 2 0 placing the three-way catalyst 2 4, 0 2 sensor 2 5 by the feedback control using the air-fuel ratio of the mixture was controlled to the stoichiometric air-fuel ratio, Thus, it is configured to purify CO, THC and NOx simultaneously.
- FIG. 8 shows a conventional exhaust gas purifying apparatus.
- the first catalyst 2 is arranged upstream of the exhaust system 21 connected to the engine 20 and the first catalyst 13 is arranged downstream, and the first and second catalysts 22 and 2 are arranged.
- a secondary air supply system 24 is connected, NO x is reduced by the first catalyst 22 upstream of the secondary air supply point, and CO is reduced by the second catalyst 23 downstream of the secondary air supply point.
- HC is oxidized (see, for example, Japanese Patent Application Laid-Open No. Hei 5-99855). Disclosure of the invention
- the air-fuel ratio of the air-fuel mixture to the engine needs to be controlled as shown in the engine setting range in FIG. That is, it is necessary to meter a fuel by the fuel supply system based on the output of such 0 2 sensor 2 5 air-fuel ratio of mixed Aiki is always the stoichiometric air-fuel ratio (Sutiki).
- FIG. 7 is about the air-fuel ratio and the exhaust gas components after passage through the catalyst of the mixture obtained from the 0 2 concentration in the exhaust gas upstream of the catalyst
- FIG. 6 is a characteristic diagram showing a relationship.
- the air-fuel ratio of the air-fuel mixture to the engine can be set to the richer side than the stoichiometric air-fuel ratio.
- This has the advantage that a conventional vaporizer can be used as a fuel supply system.
- a conventional vaporizer can be used as a fuel supply system.
- the range may be limited to the range shown in FIG. Therefore, it is required to solve the problem of NOx increase in the rich region M.
- FIG. 2 is a characteristic diagram showing a relationship with exhaust gas components after passing through two catalysts.
- the exhaust gas components at points A, B, C and D in Fig. 8 are as follows.
- the air-fuel mixture to the engine is set on the rich side to purify all three components, CO, THC, and NOx, and to maintain a comfortable ride. Therefore the exhaust gas component at point A, C_ ⁇ , HC, the H 2, C0 2.
- this NOx is made up of a N_ ⁇ N_ ⁇ 2 which, NO is dominant.
- the H 2 are those generated by thermal dissociation of H 2 0 of the fuel gas component.
- An object of the present invention is to provide an exhaust gas purifying apparatus for an engine which can be improved and which can also reduce N Ox which increases in the above-mentioned rich region.
- the first catalyst mainly for reducing action is provided upstream of the exhaust pipe connected to the exhaust port of the engine, and the second catalyst mainly for oxidizing action is provided downstream thereof.
- the air-fuel ratio of the air-fuel mixture to the engine is set to a side richer than the stoichiometric air-fuel ratio.
- the capacity (purification rate) of the first catalyst is set so that the required amount of N Ox and NH 3 remains in the exhaust gas passing through the first catalyst, and the supply point of the secondary air and the second catalyst between, the NOx, cut.
- the third catalyst disposed reduced to N 2, H 2 0 under ⁇ , exhaust gas by the second catalyst and the NH 3 and 0 2 of the secondary air It is characterized by oxidizing CO and HC in it.
- a first catalyst mainly for reducing action is arranged upstream of an exhaust pipe connected to an exhaust port of the engine, and a second catalyst mainly for oxidizing action is arranged downstream.
- the exhaust gas purifying device configured to supply secondary air between the first and second catalysts, the NOx in the exhaust gas passing through the first catalyst is removed to a predetermined value or less.
- the air-fuel ratio obtained from the 0 2 concentration of the exhaust gas at the upstream side of the feed point of the secondary air is set to 1 2 to 1 4
- the secondary air the air-fuel ratio obtained from the 0 2 concentration of the exhaust gas downstream of the feed point is characterized by being set to 1 4 to 2 0.
- the invention according to claim 4 is characterized in that, in any one of claims 1 to 3, the secondary air is introduced into the exhaust pipe using pulsation of exhaust gas flowing in the exhaust pipe. ing.
- the secondary air is supplied into an exhaust pipe by an air pump, and the supply amount is controlled so that a required air-fuel ratio is obtained. It is characterized by:
- the air-fuel ratio of the air-fuel mixture to the engine to the rich side from the stoichiometric air-fuel ratio means that NOx generated by combustion can be purified to a required level by the first catalyst.
- the air-fuel ratio be set in the range of about 12 to 14 as described in claim 3.
- the air-fuel ratio fluctuates as the throttle opening increases or decreases.
- the air-fuel ratio may be within the above range at least when the throttle opening is the predetermined opening, but it is more preferable that the air-fuel ratio be within the above range regardless of the throttle opening.
- the supply amount of the secondary air is set to 0 the amount of 2 is obtained needed to oxidize HC, and CO in the second catalyst, the air-fuel ratio as shown in specific example 3.
- the air-fuel ratio of the air-fuel mixture to the engine is set to be on the rich side, and the NOx purification rate by the first catalyst is consciously lowered.
- NO and NO 2 are allowed to remain in the exhaust gas supplied to the catalyst, and secondary air is supplied to the upstream side of the third catalyst, so that the exhaust gas passing through the third catalyst the gas will be present is ⁇ 3, 0 2 and NOx.
- the exhaust gas for its can purify NOx and NH 3 when passing through the third catalyst simultaneously.
- C0 and HC in the exhaust gas are oxidized when passing through the second catalyst.
- the air-fuel ratio of the air-fuel mixture to the engine can be set to 12 to 14 as shown in FIG. 2 as the engine setting range, and the output characteristics and ride comfort are sacrificed.
- the rise M of N ⁇ x as shown in Fig. 9 can be reduced to M 'as shown in Fig. 9, and a wide range of engine settings can be realized even when exhaust gas regulations are tightened.
- the air-fuel ratio of the air-fuel mixture is set to the rich side so that the first catalyst can remove N Ox in the exhaust gas from the engine as completely as possible.
- a fourth catalyst which decomposes NH 3 into oxidized N 2 and H 20 in a lean atmosphere, was installed between the point and the second catalyst, and this fourth catalyst converted NH 3 into N 2 and H 20 .
- the exhaust gas passes through the first catalyst, the oxidation reaction of C0 and HC is carried out.
- NOx concentration in a part of the rich region M is increased. Ascending portions can be reduced, and engine settings that do not impair riding comfort even when exhaust gas regulations are tightened are possible.
- the secondary air is supplied into the exhaust pipe by an air pump, and the supply amount is controlled so as to obtain a required air-fuel ratio.
- the air-fuel ratio after the supply point can be controlled more accurately, and the exhaust gas purification performance can be improved.
- FIG. 1 is a schematic configuration diagram of an exhaust gas purifying apparatus for a motorcycle engine according to an embodiment of the present invention.
- FIG. 2 is an exhaust gas characteristic diagram for explaining the operation and effect of the above-described embodiment device.
- FIG. 3 is an exhaust gas characteristic diagram for explaining the operation and effect of the above-described embodiment.
- FIG. 4 is an exhaust gas characteristic diagram for explaining the operation and effect of the above-described embodiment device.
- FIG. 5 is an exhaust gas characteristic diagram for explaining the operation and effect of the embodiment device.
- FIG. 6 is a schematic configuration diagram of an exhaust gas purification device according to a first conventional example.
- FIG. 7 is an exhaust gas characteristic diagram for explaining the problem of the first conventional example.
- FIG. 8 is a schematic configuration diagram of an exhaust gas purification device according to a second conventional example.
- FIG. 9 is an exhaust gas characteristic diagram for explaining the problem of the second conventional example.
- FIG. 1 to 5 are views for explaining an exhaust gas purifying apparatus for a motorcycle engine according to one embodiment of the present invention
- FIG. 1 is a schematic configuration diagram thereof
- FIG. FIG. 4 is an exhaust gas characteristic diagram, which shows a relationship between components in the exhaust gas and an air-fuel ratio at a point D after passing through all the catalysts.
- Fig. 3 is a characteristic diagram showing the relationship between the amount of secondary air and N ⁇ X and CO.
- Fig. 4 is a characteristic diagram showing the relationship between the capacity of the third catalyst and NOx.
- Fig. 5 is the secondary air supply position.
- FIG. 4 is a characteristic diagram showing a relationship between C0 and C0.
- reference numeral 1 denotes a motorcycle gasoline engine, and an intake port 2 (not shown) of the engine 1 is connected to an intake passage 2.
- a carburetor 3 as a fuel supply device is connected to the intake passage 2 immediately upstream of the intake port, and an air cleaner 4 is connected to an upstream side of the carburetor 3.
- the air cleaner 4 has a structure in which an inside of an air cleaner case 4a is defined by an element 4b on an upstream primary side a and a downstream secondary side b.
- the carburetor 3 includes a slow system that operates in the idling and low-speed operation regions and a main system that operates in the middle and high-speed operation regions. It is set to be in a rich state of 2 to 14.
- An exhaust device 5 is connected to the engine 1. This exhaust device 5 ⁇
- Exhaust pipe 5a composed of a small-diameter pipe connected to the exhaust port (not shown) of engine 1, and silencer (silencer) 5 connected to the rear end of pipe 5a to surround it b.
- a first catalyst 6 is disposed in a portion of the exhaust pipe 5a upstream of the silencer 5b.
- the first catalyst 6 mainly functions as a reduction catalyst for reducing NOx in exhaust gas.
- a catalyst 7 is disposed inside the silencer 5b of the exhaust pipe 5a.
- the first catalyst 7 mainly functions as an oxidation catalyst for oxidizing CO and HC in exhaust gas.
- a space 8 is provided between the first catalyst 6 and the second catalyst 7.
- a secondary air supply system 9 is connected to the space 8 between the first and second catalysts 6 and 7.
- the secondary air supply system 9 utilizes the pulsation of the exhaust gas flowing in the exhaust pipe 5a, that is, the pressure fluctuation of the exhaust gas that fluctuates between positive pressure and negative pressure, to form the secondary air supply system 9 in the space 8. It introduces outside air.
- the secondary air supply system 9 communicates the inside of the secondary side b of the air cleaner 4 with the space 8 by a secondary air supply pipe 9a, and a reed valve is provided in the middle of the secondary air supply pipe 9a. It has a schematic structure with 10 interposed.
- the lead valve 10 is configured to allow only the flow from the air cleaner 4 side to the space 8 side, and to block the flow from the space 8 to the air cleaner 4 side. Specifically, negative pressure is periodically generated in the exhaust pipe 5a due to exhaust pulsation due to opening and closing of an intake valve and an exhaust valve (not shown) of the engine 1. 0 is opened, and the air in the secondary side b of the air cleaner 4 is sucked into the exhaust pipe 5a side.
- an air pump 12 may be provided instead of the reed valve 10, and the air discharged from the air pump 1 may be supplied to the space 8.
- a flow control valve (not shown) is provided on the discharge side of the air pump 12 so that the amount of air supplied to the space 8 is controlled by the flow control valve according to the operating state of the engine. You may.
- a third catalyst (hereinafter, referred to as a selective reduction catalyst) is provided at a connection point (secondary air supply point) between the secondary air supply pipe 9 a and the second air catalyst 7 in the space 8. 1 is provided.
- the selective reduction catalyst 1 1 is a configuration catalyst to a reducing atmosphere of NH 3 and 0 2 of NOx.
- the air-fuel ratio obtained from the oxygen concentration in the exhaust gas between the exhaust port of the exhaust pipe 5a and the first catalyst 6 falls within the range of 12 to 14.
- the vaporizer 3 is set so that
- the downstream side that is, the air-fuel ratio is 1 4 calculated based from the point C where the secondary air is supplied to the 0 2 concentration downstream of the second catalyst 7
- the supply amount of the secondary air is set to be 20.
- the air-fuel ratio of the air-fuel mixture to the engine 1 is set to be in the range of 12 to 14 as described above, the point A between the exhaust port and the first catalyst 6 component of the exhaust gas, CO, HC, H 2, C0 2. ⁇ 2, the ⁇ 2 0. NOx. It should be noted that this N_ ⁇ _X is made up of a N_ ⁇ N_ ⁇ 2 Metropolitan, N_ ⁇ is dominant.
- the above H 2 is one generated by thermal dissociation of H 2 0 in the combustion gas components.
- Component of the exhaust gas at the point B in Yotsute the first catalyst 6-2 air supply point C is, CO, HC, C0 2, ⁇ 2, the ⁇ 2 0. ⁇ 3.
- the purification rate of NOx (NO and N0 2) by the first catalyst consciously lowered so as to leave the NO and NO 2 in the exhaust gas definitive to the B point.
- the air-fuel ratio of the air-fuel mixture to the engine 1 can be set to 12 to 14 as shown in FIG. 2 as the engine setting range, and the output characteristics and, consequently, the riding feeling are not sacrificed.
- the rise M of N ⁇ x as shown in Fig. 9 can be reduced to M ', and a wide range of engine settings can be realized even when exhaust gas regulations are tightened.
- generation of N ⁇ x in the rich region M ′ is achieved by changing the amount of secondary air or by changing the capacity of the third catalyst 11.
- the actual running experiments confirmed that the peak value of the engine A / F or N ⁇ ⁇ x changed, and that the C ⁇ concentration changed by changing the secondary air supply position.
- FIG. 3 shows the relationship between the A / F on the engine side and the NOx amount and C ⁇ amount at the point D when the secondary air amount is changed from x to 4 X l / min. From the figure, it can be seen that the rich region M 'expands toward the A / F rich side as the secondary air amount increases, but the peak value of NOx hardly changes. This is considered to be because the capacity setting of the first catalyst 6 and the function of the third catalyst 11 are effectively working. Also, even if the A / F on the engine side is set to the rich side, the CO concentration at point D can be reduced by increasing the secondary air.
- FIG. 4 shows the relationship between the engine A / F and N ⁇ x when the secondary air is kept constant and the capacity of the third catalyst is changed from 0 to 4 ycc. From the figure, it can be seen that N 0 X decreases as the capacity of the third catalyst increases.
- the first and third catalysts are set so that the peak value of N ⁇ x is equal to or less than the regulated value of N Ox, and the secondary air is increased or
- the capacity of the third catalyst By setting the capacity of the third catalyst, the applicable range of the engine A / F can be greatly expanded toward the rich side, and the engine output can be secured.
- FIG. 5 shows the relationship between the CO concentration in the exhaust gas at point D when the distance L from the rear end of the first catalyst 6 to the secondary air supply position C is changed when the engine is cold. .
- the figure shows that the CO concentration can be reduced by appropriately setting the secondary air supply position close to the first catalyst.
- the secondary air has a characteristic that it blows back to the rear end of the first catalyst 6 due to pulsation of exhaust gas. That is, it is considered that a part of the rear end of the first catalyst 6 does not reduce NOx, but oxidizes C0 and HC. Since the catalyst is activated sequentially from the side near the engine, use the above characteristics Thus, it becomes possible to purify CO and HC emitted from the engine before the second catalyst starts to be activated. .
- the total space volume that can be secured is S 1 and the space volume between the third catalyst 11 and the first catalyst 7 is S, the total space volume that can be secured is Considering the limitations, it is desirable to set S 1 to be larger than S 2.
- S 1 By increasing the space volume S1, the internal pressure of the space portion is locally reduced, and the amount of secondary air suction can be increased.
- the space volume S1 it is necessary to make the diameter of the passage smaller than the diameter of the portion where the catalyst is provided, and to make the passage length longer to secure the space volume S1, thereby reducing the internal flow velocity. This is effective in increasing the secondary air suction volume by reducing the internal pressure quickly.
- the space volume S2 by providing a space in this part, the exhaust gas that has passed through the third catalyst 11 is agitated, and the chance of contact between CO and HC and oxygen increases, thereby accelerating the purification of each. Is done. From the viewpoint of preventing the above-mentioned NH 3 from returning to NOx, the space volume S 2 may be zero.
- the selective reduction catalyst 11 is provided between the secondary air supply point C and the second catalyst 7, but instead of this, the fourth catalyst (hereinafter referred to as NH 3 catalyst) is used. It is also possible to install 11 ′.
- NH 3 catalyst the fourth catalyst
- the NH 3 catalyst 1 ⁇ ⁇ ⁇ decomposes NH 3 into oxidized N 2 and H 2 ⁇ ⁇ in a lean atmosphere.
- the purification rate of the first catalyst is intentionally reduced to keep NOx.
- the N ⁇ in the exhaust gas from the engine is reduced.
- the air-fuel ratio of the air-fuel mixture to the engine is set to a rich side so that X is removed as completely as possible, and the capacity (purification rate) of the first catalyst is set.
- exhaust gas components at the point C, CO, HC, C0 2, N 2, H 2 ⁇ has a NH 3 and 0 2. And the above exhaust gas is the NH 3 catalyst Upon passing, the following reactions occur.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
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- Chemical Kinetics & Catalysis (AREA)
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Description
Claims
Applications Claiming Priority (2)
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JP2003138505 | 2003-05-16 | ||
JP2003-138505 | 2003-05-16 |
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Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4997117A (ja) * | 1973-01-26 | 1974-09-13 | ||
JPS5219811A (en) * | 1975-08-06 | 1977-02-15 | Mitsubishi Motors Corp | Exhaust gas purifying device |
JPS5460614A (en) * | 1977-10-21 | 1979-05-16 | Fuji Heavy Ind Ltd | Exhaust gas purifier for internal combustion engine |
JPH07145725A (ja) * | 1993-11-25 | 1995-06-06 | Toyota Motor Corp | 内燃機関の排気浄化装置 |
-
2004
- 2004-05-17 WO PCT/JP2004/007005 patent/WO2004101966A1/ja active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS4997117A (ja) * | 1973-01-26 | 1974-09-13 | ||
JPS5219811A (en) * | 1975-08-06 | 1977-02-15 | Mitsubishi Motors Corp | Exhaust gas purifying device |
JPS5460614A (en) * | 1977-10-21 | 1979-05-16 | Fuji Heavy Ind Ltd | Exhaust gas purifier for internal combustion engine |
JPH07145725A (ja) * | 1993-11-25 | 1995-06-06 | Toyota Motor Corp | 内燃機関の排気浄化装置 |
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