WO2004113703A1 - 排気ガス浄化方法及び排気ガス浄化システム - Google Patents
排気ガス浄化方法及び排気ガス浄化システム Download PDFInfo
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- WO2004113703A1 WO2004113703A1 PCT/JP2004/008734 JP2004008734W WO2004113703A1 WO 2004113703 A1 WO2004113703 A1 WO 2004113703A1 JP 2004008734 W JP2004008734 W JP 2004008734W WO 2004113703 A1 WO2004113703 A1 WO 2004113703A1
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- exhaust gas
- dpf
- differential pressure
- nox
- catalyst
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9495—Controlling the catalytic process
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9404—Removing only nitrogen compounds
- B01D53/9409—Nitrogen oxides
- B01D53/9431—Processes characterised by a specific device
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- 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
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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
- F01N3/033—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 in combination with other devices
- F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
- F01N3/0842—Nitrogen oxides
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—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
- F02D41/029—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 particulate filter
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/45—Sensors specially adapted for EGR systems
- F02M26/46—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition
- F02M26/47—Sensors specially adapted for EGR systems for determining the characteristics of gases, e.g. composition the characteristics being temperatures, pressures or flow rates
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
- F02B29/04—Cooling of air intake supply
- F02B29/0406—Layout of the intake air cooling or coolant circuit
- F02B29/0425—Air cooled heat exchangers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—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
- F02D41/1446—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 exhaust temperatures
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/02—EGR systems specially adapted for supercharged engines
- F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
- F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
- F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
- F02M26/22—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with coolers in the recirculation passage
- F02M26/23—Layout, e.g. schematics
Definitions
- the present invention relates to an exhaust gas purification method and an exhaust gas purification method for purifying NOx from an exhaust gas of an internal combustion engine such as a diesel engine using a NOx storage reduction catalyst and purifying PM using a continuous regeneration DPF. It is about the system.
- Diesel engines emit NOx (nitrogen oxides) and particulate matter (PM: particulate matter: PM) from CO (carbon oxide), HC (hydrocarbon), etc.
- NOx nitrogen oxides
- PM particulate matter: PM
- CO carbon oxide
- HC hydrocarbon
- DPF Diesel Particulate Filter
- One of the NOx purification catalysts is a NOx storage reduction catalyst.
- This N ⁇ x storage reduction catalyst is formed by supporting a catalyst metal and an N ⁇ x storage material having a NOx storage function on a porous catalyst coat layer such as alumina (Al 2 O 3).
- This catalytic metal is, for example, platinum (Pt) which has an oxidation function for NOx.
- NOx storage materials include alkali metals such as sodium (Na), potassium) and cesium (Cs), alkaline earth metals such as calcium (Ca) and norium (Ba), yttrium (Y), and lanthanum (La). One or several combinations of rare earths, etc.
- the NOx storage-reduction catalyst exhibits two functions of N ⁇ x storage and NOx release 'purification depending on the ⁇ (oxygen) concentration in the exhaust gas.
- the NOx storage material such as barium changes to nitrate, gradually saturates, and loses the function of storing NO. Therefore, rich combustion is performed by changing the operating conditions of the engine to generate rich spike gas and supply it to the catalyst.
- This rich spike gas is an exhaust gas with low concentration and high C concentration and high exhaust temperature.
- the NOx storage material that has stored NO and converted to nitrate releases the stored NO and returns to the original barium or the like. Since there is no ⁇ in the exhaust gas, the released N ⁇ is reduced on the catalytic metal using CO, HC, and H in the exhaust gas as a reducing agent, and is converted to N, H 2 O, and CO. Therefore, the exhaust gas is purified
- Japanese Patent Application Laid-Open No. 06-159037 discloses a method for reducing energy supplied from the outside for regeneration of DPF and facilitating ignition of trapped PM.
- an exhaust gas purifying apparatus for an internal combustion engine aimed at the following.
- the DPF and the NOx absorbent are arranged at positions where heat can be transferred to each other. More specifically, the DPF carries a NOx absorbent.
- N ⁇ x is released and reduced. It is only necessary to increase the frequency of rich combustion. However, since this operation region is a region where the combustion temperature is high, a large amount of PM is generated during this rich combustion.
- the self-ignition exhaust temperature is generally 300 ° C or more and 400 ° C or more depending on the catalyst supported on the DPF.
- FIG. 7 shows the relationship between the NOx purification rate and the amount of accumulated PM (differential pressure increase rate).
- the catalyst regeneration control to recover the NOx purification rate of the NOx storage reduction type catalyst when the richness is reduced, the amount of PM generated becomes smaller than the PM combustion amount (the differential pressure increase rate is minus). The rate also drops.
- the N ⁇ x purification rate is increased by increasing the richness, the NOx purification rate increases. The amount of generated PM becomes larger than the PM combustion amount (the differential pressure increase rate is positive).
- the present invention has been made to solve the above-described problems, and an object of the present invention is to provide an exhaust gas that combines a NOx purification function using a NOx storage reduction catalyst with a PM purification function using a continuous regeneration DPF.
- An object of the present invention is to provide an exhaust gas purification method and an exhaust gas purification system capable of maintaining an optimum NOx purification rate within a range in which a DPF can be continuously regenerated in a gas purification system.
- the exhaust gas purifying method for achieving the above object is to purify the exhaust gas of the internal combustion engine with NOx using an N ⁇ x storage reduction catalyst and PM purification using a continuous regeneration type DPF.
- a temperature sensor for detecting a temperature of exhaust gas flowing into the DPF a differential pressure sensor for detecting a differential pressure before and after the DPF, and a control device for calculating a rate of increase in the differential pressure per unit time of the DPF.
- the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than the self-combustion temperature of PM
- the differential pressure increase rate is equal to or higher than a predetermined differential pressure increase rate determination value.
- the richness is reduced in the rich control performed in the catalyst regeneration control for regenerating the NOx storage reduction catalyst.
- a temperature sensor that performs NOx purification by a NOx storage reduction catalyst and PM purification by a continuously regenerating DPF on exhaust gas of an internal combustion engine, and detects a temperature of exhaust gas flowing into the DPF
- a differential pressure sensor for detecting the differential pressure across the DPF
- an INOx concentration sensor for detecting the NOx concentration before and after the NOx storage reduction catalyst
- a second NOx concentration An exhaust gas purification system comprising: a sensor and a control device that calculates a differential pressure increase rate per unit time of the DPF and that calculates a NOx purification rate from NOx concentrations before and after the NOx storage reduction catalyst.
- the NOx purification rate is determined to be a predetermined NOx purification rate determination.
- the richness is increased in accordance with the rich control performed in the catalyst regeneration control for regenerating the NOx storage reduction catalyst.
- the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than the self-combustion temperature of PM, and the differential pressure increase rate is a predetermined differential pressure increase rate determination value.
- the richness is reduced in the rich control performed in the catalyst regeneration control for regenerating the N ⁇ x storage reduction catalyst.
- the reduction of the richness is performed by making the interval for performing the rich control longer and reducing the rich frequency as compared with the standard rich control.
- this richness can be reduced by setting the target oxygen concentration lower when performing the rich control, thereby reducing the supply of the reducing agent and increasing the air-fuel ratio (A / F) of the exhaust gas. This is done by lowering the excess ratio ( ⁇ ) and reducing the rich depth.
- the reduction of the richness is performed in both of them.
- the increase of the richness is performed by shortening the interval for performing the rich control and increasing the rich frequency as compared with the standard rich control.
- this richness can be increased by increasing the amount of reducing agent supplied by setting the target oxygen concentration higher when performing rich control, and increasing the excess air ratio that reduces the air-fuel ratio of the exhaust gas. This is done by increasing the rich depth.
- the increase of the richness is performed in both of them.
- the exhaust gas purification system of the present invention is an exhaust gas purification system that performs NOx purification on an exhaust gas of an internal combustion engine by a NOx storage reduction catalyst and PM purification by a continuous regeneration DPF.
- a temperature sensor for detecting a temperature of exhaust gas flowing into the DPF; a differential pressure sensor for detecting a differential pressure across the DPF; and a differential pressure per unit time of the DPF.
- a control device for calculating an increase rate wherein the control device detects that the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than the self-combustion temperature of PM and the differential pressure increase rate is a predetermined differential pressure increase When the ratio is equal to or greater than the rate determination value, the richness of the exhaust gas is reduced in accordance with the rich control performed in the catalyst regeneration control for regenerating the NOx storage reduction catalyst.
- a control device for calculating a differential pressure increase rate per unit time of the DPF and calculating a NOx purification rate from N ⁇ x concentrations before and after the NOx storage reduction catalyst wherein the control device includes the temperature sensor
- the temperature of the exhaust gas detected in the above is equal to or higher than the self-combustion temperature of PM
- the differential pressure increase rate is equal to or lower than a predetermined differential pressure increase rate determination value
- the NOx purification rate is a predetermined NOx purification rate determination value.
- control device may be configured so that the temperature of the exhaust gas detected by the temperature sensor is equal to or higher than the self-combustion temperature of PM and the differential pressure increase rate is a predetermined value.
- the pressure difference is equal to or greater than the differential pressure increase rate determination value, the richness is reduced by the rich control performed in the catalyst regeneration control for regenerating the NOx storage reduction catalyst.
- the continuous regeneration DPF includes a continuous regeneration DPF including an oxidation catalyst on the upstream side and a DPF on the downstream side, and a continuous regeneration DPF including a DPF with a catalyst carrying an oxidation catalyst. It is configured to be a continuous regeneration type DPF consisting of a DPF with a catalyst that carries both an oxidation catalyst and a PM oxidation catalyst.
- the continuous regeneration DPF comprising the upstream oxidation catalyst and the downstream DPF is a CRT.
- Continuous Regenerating Trap type DPF is a continuous regeneration type DPF.
- This upstream oxidation catalyst oxidizes NO in exhaust gas to NO, and NO has a smaller energy barrier than O, so it has a lower temperature. Can oxidize and remove PM trapped in the DPF.
- the continuous regeneration type DPF comprising a DPF supporting an oxidation catalyst oxidizes PM accumulated in the DPF with NO generated by oxidation of NO.
- the continuous regeneration type DPF which consists of an oxidation catalyst and a DPF carrying a PM oxidation catalyst, is a system in which an oxidation catalyst and a PM oxidation catalyst are carried on a DPF, and the PM accumulated in the DPF is directly catalyzed at a low temperature to perform continuous regeneration at a low temperature. is there.
- the exhaust gas purification system may include an N ⁇ x reduction type catalytic converter and a continuous regeneration type DPF in an exhaust passage of an internal combustion engine, or an NOx reduction system. It is configured to be an exhaust gas purification system equipped with a continuous regeneration type DPF that has a DPF carrying a type catalyst.
- the exhaust gas purification method and the exhaust gas purification system of the present invention the following effects can be obtained.
- the rate of increase of the differential pressure and the N ⁇ x purification rate are monitored, and this monitor also monitors the PM self-ignition region. Regardless, when it is detected that the differential pressure is on the rise and the amount of accumulated PM increases, the richness is reduced. This prevents PM from accumulating Can be Also, when the differential pressure increase rate and the NOx purification rate are monitored, and the monitor detects that the pressure N ⁇ x purification rate is decreasing, the richness is increased and the NOx purification rate is increased. Can be increased.
- FIG. 1 is a diagram showing a configuration of an exhaust gas purification system according to an embodiment of the present invention.
- FIG. 2 is a diagram showing a configuration of an exhaust gas purifying apparatus according to a first embodiment of the present invention.
- FIG. 3 is a view showing a configuration of an exhaust gas purifying apparatus according to a second embodiment of the present invention.
- FIG. 4 is a view showing a configuration of an exhaust gas purifying apparatus according to a third embodiment of the present invention.
- FIG. 5 is a diagram showing an example of a richness change control flow of the exhaust gas purifying method according to the embodiment of the present invention.
- FIG. 6 is a diagram showing an operating range of an engine in which PM self-ignites.
- FIG. 7 is a graph showing the relationship between the NOx purification rate and the amount of accumulated PM in a region where PM self-ignites.
- FIG. 1 shows a configuration of an exhaust gas purification system 1 according to the embodiment.
- the exhaust gas purification system 1 includes an exhaust gas purification device 40A in which an oxidation catalyst (DOC) 41a, a DPF 41b, and a NOx occlusion reduction type catalytic converter 42 are arranged in the exhaust passage 20 of an engine (internal combustion engine) E in order from the upstream. It comprises.
- the upstream oxidation catalyst 41a and the downstream DPF 41b constitute a continuous regeneration type DPF 41.
- the oxidation catalyst 41a is formed of a monolith catalyst having a large number of polygonal cells.
- the monolith catalyst is a structural material made of cordierite, SiC, or stainless steel. And, on the inner wall of this cell, there is a catalyst coat layer that is gaining surface area.
- a catalytic metal such as platinum or vanadium is carried on a large surface of the catalyst coat layer. This catalytic metal
- the oxidation catalyst 41a By carrying, the oxidation catalyst 41a generates a catalytic function. With this catalytic function, NO in the exhaust gas can be converted to NO by an oxidation reaction (N ⁇ + 0 ⁇ N ⁇ ).
- the DPF41b is a monolith honeycomb-type wall flow type filter in which the inlet and outlet of a porous ceramic honeycomb channel are alternately sealed, or a felt-like filter in which inorganic fibers such as alumina are laminated at random. It can be formed by a filter or the like. These filters collect PM in exhaust gas. By the combination of the DPF 41b and the upstream pre-stage oxidation catalyst 41a, the trapped PM is burned and removed by N ⁇ having a high oxidizing power.
- the NOx occlusion reduction type catalytic converter 42 is formed of a monolithic catalyst similarly to the oxidation catalyst 41a. Further, in the catalytic converter 42, a catalyst coat layer is provided on a carrier such as aluminum oxide and titanium oxide. On this catalyst coat layer, a noble metal oxidation catalyst such as platinum and an N ⁇ x storage material (N ⁇ x storage material) such as barium are supported.
- NOx in the exhaust gas is stored by storing NOx in the exhaust gas state with a high oxygen concentration (a lean air-fuel ratio state), thereby reducing NOx in the exhaust gas. Purify. In addition, when the oxygen concentration is low or zero, the exhausted NOx (rich air-fuel ratio state) releases the stored NOx and reduces the released NOx. These actions prevent NOx from escaping into the atmosphere.
- the temperature sensor 51 is provided on the upstream side of the DPF 41b. Then, the INOx concentration sensor 52 and the second N ⁇ x concentration sensor 53 are provided before and after the NOx storage reduction catalytic converter 42. In FIG. 1, these sensors 51 and 53 are provided near the inlet and the outlet of the exhaust gas purifying device 40A, respectively. Further, in order to estimate the amount of deposited PM, a differential pressure sensor that detects a difference ⁇ in exhaust pressure before and after the DPF is connected to a conduit connected before and after 4 lb of the DPF (or before and after the exhaust gas purifier 40A). Is provided.
- the NOx concentration sensors 52 and 53 are usually replaced by an exhaust concentration sensor that is a sensor in which a ⁇ (excess air ratio) sensor, a NOx concentration sensor, and a ⁇ concentration sensor are integrated.
- the output values of these sensors are input to a control device (ECU: engine control unit) 50.
- This control device 50 controls the regeneration of the continuous regeneration type DPF 41 and the NOx of the NOx storage reduction type catalytic converter 42 while controlling the overall operation of the engine E. xRecovery control of purification capacity is also performed.
- the control signal output from the control device 50 controls the common rail electronically controlled fuel injection device for fuel injection of the engine E, the throttle valve 15, the EGR valve 32, and the like.
- the air A passes through the air cleaner 11 in the intake passage 10, the mass air flow (MAF) sensor 12, the compressor 13a of the turbocharger 13, the intercooler 14, and the intake throttle valve 15. Then, enter the cylinder from the intake manifold 16. The amount of air A is adjusted by the intake throttle valve 15.
- MAF mass air flow
- the exhaust gas G generated in the cylinder drives the turbine 13 b of the turbocharger 13 in the exhaust passage 20 from the exhaust manifold 21. Thereafter, the exhaust gas G passes through the exhaust gas purifying device 40A, becomes purified exhaust gas Gc, and is discharged into the atmosphere through a silencer (not shown). Further, a part of the exhaust gas G passes through the EGR cooler 31 and the EGR valve 32 in the EGR passage 30 as the EGR gas, and is recirculated to the intake manifold 16. The amount of EGR gas is adjusted by the EGR valve 32.
- FIG. 2 shows the configuration of the exhaust gas purifying apparatus 40A.
- 3 and 4 show configurations of exhaust gas purifying apparatuses 40B and 40C according to other embodiments.
- the exhaust gas purifying device 40B shown in FIG. 3 includes an oxidation catalyst 41a and a DPF 43 supporting a NOx reduction catalyst.
- the exhaust gas purifier 40C shown in FIG. 4 is composed of a catalytic DPF 44 supporting a NOx reduction catalyst.
- These catalytic DPFs include a DPF supporting an oxidation catalyst, a DPF supporting an oxidation catalyst and a PM oxidation catalyst, and a power S.
- the PM oxidation catalyst is an oxide of cerium (Ce) or the like.
- Ce cerium
- the reaction using O in the exhaust gas of the catalyst-carrying filter (4Ce + C ⁇ 2Ce O + CO
- an exhaust gas purifying device including a DPF with a catalyst carrying an oxidation catalyst and a NOx storage reduction catalytic converter, and an oxidation catalyst
- an exhaust gas purification device consisting of a catalytic DPF carrying both PM oxidation catalysts and a NOx storage-reduction catalytic converter.
- the exhaust gas purifying apparatus of the present invention only needs to perform NOx purification by an N ⁇ x storage reduction catalyst and PM purification by a continuous regeneration DPF for exhaust gas of an internal combustion engine.
- FIG. 1 An exhaust gas purification method for performing NOx regeneration control for restoring the NOx storage capacity of the NOx storage reduction catalyst is illustrated in FIG. This is performed with a change degree control flow.
- the control flow in Fig. 5 is a richness change control flow relating to the regeneration of the N ⁇ x storage reduction catalyst. This control flow is repeatedly called from the control flow of the entire exhaust gas purification system when the catalyst regeneration control becomes necessary. If necessary, the richness (rich frequency, rich depth, etc.) in the catalyst regeneration control is determined. ) Is indicated as making a setting change.
- step S11 it is determined in step S11 whether or not a change in richness is necessary.
- the DPF inlet exhaust gas temperature Tent detected by the temperature sensor 51 is equal to or less than the predetermined determination value TentO, it is determined that the richness need not be changed, and the process returns to the return. If the DPF inlet exhaust gas temperature Tent force is larger than the predetermined determination value TentO, it is determined that the richness needs to be changed, and the process proceeds to step S12.
- the predetermined determination value TentO is a temperature for determining whether the exhaust gas temperature is in a region where PM self-ignites, that is, the self-combustion temperature of PM. This predetermined determination value TentO is usually set between 300 ° C and 400 ° C.
- a differential pressure increase rate dP is calculated.
- the differential pressure increase rate dP is an increase rate per hour of the differential pressure ⁇ ⁇ before and after the DPF detected by the differential pressure sensor 54.
- the predetermined differential pressure increase rate determination value dPO is a value for determining whether the PM accumulation amount is increasing or not. This value dPO is the standard differential pressure corresponding to the temperature rise. Read from table.
- the richness is set at the time of rich control so as to reduce the richness in step S 14. Change the conditions and return. This decrease in richness can be achieved by increasing the interval to reduce the frequency of richness compared to the previous rich control, or by setting the target oxygen concentration at the time of performing rich control to a higher value, and increasing the air-fuel ratio of the exhaust gas. It is done by making it large and making the rich depth shallow. Alternatively, the degree of richness is reduced by both reducing the frequency of richness and reducing the rich depth.
- the N ⁇ x concentration CNOxl is detected by the INOx concentration sensor 52, and the N ⁇ x concentration CNOx2 is detected by the second NOx concentration sensor 53.
- this NOx purification rate RNOx is larger than a predetermined NOx purification rate determination value RNOxO.
- the predetermined NOx purification rate determination value RNOxO is a value for determining whether the predetermined NOx purification capability is maintained. This value RNOxO is set to the value at point A, which indicates the optimum NOx purification rate without PM accumulation in Fig. 7, and the target value obtained by conducting a test in advance.
- step S16 the NOx purification rate RNOx is equal to the predetermined NOx purification rate determination value R.
- step S17 the setting of the rich condition at the time of the rich control is changed in step S17 so as to increase the richness, and the routine returns.
- This increase in the degree of richness can be achieved by shortening the interval to increase the frequency of richness compared to the previous rich control, or by setting the target oxygen concentration at the time of performing rich control to a lower value to reduce the air-fuel ratio of the exhaust gas. It is done by making it smaller and making it richer. Alternatively, the richness is increased by increasing both the rich frequency and the rich depth.
- the routine returns without changing the richness, that is, while maintaining the standard richness. I do.
- the following control is performed when the gas enters the region where the DPF inlet exhaust gas temperature Tent force SPM is equal to or higher than the self-combustion temperature TentO, that is, the PM self-ignition region.
- the differential pressure increase rate dP and the N Ox purification rate RNox are monitored, and when it is determined that the differential pressure ⁇ ⁇ is increasing and the amount of accumulated PM is increasing despite the PM self-ignition region, the richness is determined. And PM can be prevented from accumulating. This improves the situation where the richness is excessive and the amount of PM generated is large.
- HC (fuel, etc.) reducing agent is supplied into exhaust gas by post injection, exhaust pipe injection, etc., and the exhaust gas is brought into a rich air-fuel ratio state, that is, a state with low ⁇ concentration, high CO concentration, and high temperature. I do.
- the present invention relates to an exhaust gas purification system that combines an N ⁇ x purification function using a NOx storage reduction catalyst and a PM purification function using a continuous regeneration DPF, and provides an optimal NOx purification rate within a range where DPF can be continuously regenerated. It is an object of the present invention to provide an exhaust gas purification method and an exhaust gas purification system capable of maintaining the same.
- the present invention can be used for an exhaust gas purification system that combines a NOx purification function using an N ⁇ x storage reduction catalyst with a PM purification function using a continuous regeneration type DPF. Efficiently purifies exhaust gas from vehicles equipped with, and prevents air pollution.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Analytical Chemistry (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- General Chemical & Material Sciences (AREA)
- Environmental & Geological Engineering (AREA)
- Biomedical Technology (AREA)
- Health & Medical Sciences (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Exhaust Gas After Treatment (AREA)
- Processes For Solid Components From Exhaust (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Filtering Of Dispersed Particles In Gases (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/554,931 US7451593B2 (en) | 2003-06-23 | 2004-06-22 | Exhaust gas cleaning method and exhaust gas cleaning system |
EP04746203.1A EP1637717B1 (en) | 2003-06-23 | 2004-06-22 | Exhaust gas cleaning method and exhaust gas cleaning system |
Applications Claiming Priority (2)
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JP2003178079A JP3948437B2 (ja) | 2003-06-23 | 2003-06-23 | 排気ガス浄化方法及び排気ガス浄化システム |
JP2003-178079 | 2003-06-23 |
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WO2004113703A1 true WO2004113703A1 (ja) | 2004-12-29 |
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Family Applications (1)
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PCT/JP2004/008734 WO2004113703A1 (ja) | 2003-06-23 | 2004-06-22 | 排気ガス浄化方法及び排気ガス浄化システム |
Country Status (5)
Country | Link |
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US (1) | US7451593B2 (ja) |
EP (1) | EP1637717B1 (ja) |
JP (1) | JP3948437B2 (ja) |
CN (1) | CN100414083C (ja) |
WO (1) | WO2004113703A1 (ja) |
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DE102005049655A1 (de) * | 2005-10-18 | 2007-04-19 | Man Nutzfahrzeuge Ag | Verfahren zur Vermeidung von unerwünschten NO2-Emissionen bei Brennkraftmaschinen |
JP4605101B2 (ja) * | 2006-06-14 | 2011-01-05 | 株式会社デンソー | 内燃機関用排出ガス浄化装置 |
KR100836336B1 (ko) * | 2006-11-22 | 2008-06-09 | 기아자동차주식회사 | 매연 여과 장치 및 이를 이용한 매연 여과 방법 |
US7788910B2 (en) | 2007-05-09 | 2010-09-07 | Ford Global Technologies, Llc | Particulate filter regeneration and NOx catalyst re-activation |
JP4941111B2 (ja) * | 2007-06-01 | 2012-05-30 | マツダ株式会社 | 排ガス浄化装置 |
US8096111B2 (en) | 2007-06-22 | 2012-01-17 | Ford Global Technologies, Llc | Reduction of NOx trap at engine shutoff |
WO2009123633A1 (en) * | 2008-04-02 | 2009-10-08 | Mack Trucks, Inc. | System and method for treating diesel exhaust gases |
JP5195287B2 (ja) * | 2008-10-30 | 2013-05-08 | 日産自動車株式会社 | 内燃機関の排気浄化装置 |
JP5332664B2 (ja) * | 2009-02-03 | 2013-11-06 | 日産自動車株式会社 | エンジンの排気浄化装置 |
CN102356218A (zh) * | 2009-03-16 | 2012-02-15 | 丰田自动车株式会社 | 废气净化系统 |
KR20110024598A (ko) * | 2009-09-02 | 2011-03-09 | 현대자동차주식회사 | 디젤 자동차의 질소산화물 저감 장치 |
GB2496876B (en) * | 2011-11-24 | 2017-12-06 | Ford Global Tech Llc | Detection of soot burn in a vehicle |
JP2013113217A (ja) * | 2011-11-29 | 2013-06-10 | Suzuki Motor Corp | 車両のegr流路未燃堆積物除去装置 |
US8966880B2 (en) | 2013-03-15 | 2015-03-03 | Paccar Inc | Systems and methods for determining the quantity of a combustion product in a vehicle exhaust |
US20140352279A1 (en) * | 2013-05-31 | 2014-12-04 | GM Global Technology Operations LLC | Exhaust gas treatment system with emission control during filter regeneration |
JP6213260B2 (ja) * | 2014-01-24 | 2017-10-18 | いすゞ自動車株式会社 | 排ガス浄化システム及びその制御方法 |
JP6455237B2 (ja) * | 2015-03-04 | 2019-01-23 | いすゞ自動車株式会社 | 排気浄化システム |
JP6773422B2 (ja) * | 2016-02-15 | 2020-10-21 | 本田技研工業株式会社 | 内燃機関の排気浄化システム |
DE102017218307B4 (de) | 2017-10-13 | 2019-10-10 | Continental Automotive Gmbh | Verfahren zum Betreiben eines Dieselmotors mit Dieselpartikelfilter |
CN114183222B (zh) * | 2021-10-29 | 2023-05-12 | 东风商用车有限公司 | 一种强化dpf被动再生能力的发动机控制方法及系统 |
US11725601B1 (en) * | 2022-10-04 | 2023-08-15 | GM Global Technology Operations LLC | Systems and methods for recirculation of engine exhaust gas within an exhaust system |
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- 2004-06-22 US US10/554,931 patent/US7451593B2/en active Active
- 2004-06-22 EP EP04746203.1A patent/EP1637717B1/en not_active Expired - Fee Related
- 2004-06-22 CN CNB2004800164523A patent/CN100414083C/zh not_active Expired - Fee Related
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Also Published As
Publication number | Publication date |
---|---|
US20070022742A1 (en) | 2007-02-01 |
EP1637717A4 (en) | 2011-07-20 |
CN100414083C (zh) | 2008-08-27 |
EP1637717A1 (en) | 2006-03-22 |
JP2005016317A (ja) | 2005-01-20 |
US7451593B2 (en) | 2008-11-18 |
EP1637717B1 (en) | 2013-08-21 |
CN1806110A (zh) | 2006-07-19 |
JP3948437B2 (ja) | 2007-07-25 |
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