WO2013022517A1 - Procédé et système pour la réduction des nox présents dans un gaz d'échappement de moteur à l'aide d'un élément refroidisseur - Google Patents

Procédé et système pour la réduction des nox présents dans un gaz d'échappement de moteur à l'aide d'un élément refroidisseur Download PDF

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Publication number
WO2013022517A1
WO2013022517A1 PCT/US2012/041503 US2012041503W WO2013022517A1 WO 2013022517 A1 WO2013022517 A1 WO 2013022517A1 US 2012041503 W US2012041503 W US 2012041503W WO 2013022517 A1 WO2013022517 A1 WO 2013022517A1
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WO
WIPO (PCT)
Prior art keywords
catalytic reduction
selective catalytic
cooling element
exhaust gas
downstream portion
Prior art date
Application number
PCT/US2012/041503
Other languages
English (en)
Inventor
Brad J. Adelman
Russell P. Zukouski
Dean Alan Oppermann
Matthew Albert TYO
Original Assignee
International Engine Intellectual Property Company, Llc
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by International Engine Intellectual Property Company, Llc filed Critical International Engine Intellectual Property Company, Llc
Publication of WO2013022517A1 publication Critical patent/WO2013022517A1/fr

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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
    • 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
    • F01N3/02—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
    • 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
    • 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
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/18—Ammonia
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/04—Methods of control or diagnosing
    • F01N2900/0408—Methods of control or diagnosing using a feed-back loop
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
    • F01N2900/1616—NH3-slip from catalyst
    • 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

  • NOx gas emissions from an engine can be reduced using a selective catalytic reduction volume (SCR) disposed in-line with the exhaust exhaust pipe of the engine.
  • SCR selective catalytic reduction volume
  • the SCR volume uses ammonia to break down NO x emissions into nitrogen and water.
  • the SCR delivers, for example, a urea solution, which is sprayed into the exhaust stream by an injection system.
  • the urea solution is used as a precursor to generate ammonia (NH 3 ) on a carrier supporting a catalyst.
  • NH 3 gas and/or NH 3 liquid may be provided as the reduction agent to the exhaust stream without an intermediate precursor.
  • the SCR volume may be used in both transient and steady state systems.
  • steady state systems a sufficient amount of NH 3 is used to provide a stoichiometric with the desired level of NO x removal.
  • the level of reductant stored on the catalyst surface is relatively constant and, as a result, only a limited amount of NH 3 gas passes through the SCR volume and into the environment. Passage of the ammonia reductant to the outlet of the exhaust is known as "NH 3 slip.” This NH 3 slip is undesirable since the NH 3 gas may be considered a pollutant.
  • Control of NH 3 slip may also be difficult to maintain when the engine operates in a lean burn range, where the air-to-fuel ratio of the mixture provided is high compared to the typical stoichiometric ratio for engine operation. Operation in the lean burn range results in higher temperatures. The higher temperatures, in turn, cause larger amounts of NO x emission to pass through the SCR volume.
  • the exhaust system may be unable to limit NO x emissions to an acceptable level given the limited amount of NH 3 employed in the SCR.
  • a reduction in the NO x may be obtained if a larger amount of NH 3 is used in the SCR.
  • the amount of NH 3 slip may also increase to an undesirable level.
  • Some engine exhaust systems may include an NH 3 oxidation catalyst that is disposed downstream of the SCR volume.
  • the NH 3 oxidation catalyst may be separate or overlapping with the rear of the SCR volume and often contains low levels of Pt.
  • Pt reacts with the NH 3 slip it is possible to form N 2 0 or NO x as byproducts, although N 2 is the desired product.
  • N 2 0 gas is a known potent greenhouse gas and its emission from the exhaust is likewise undesirable.
  • Apparatus described herein relate to an exhaust system for an engine.
  • the exhaust system comprises a selective catalytic reduction volume configured to receive exhaust gas from the engine.
  • the selective catalytic reduction volume uses NH 3 as a reductant to convert NO x to nitrogen and water.
  • the exhaust system also comprises a cooling element that is configured at a downstream portion of the selective catalytic reduction volume. The cooling element reduces the temperature of the downstream portion to store NH 3 for converting NO x at the downstream portion to nitrogen and water.
  • Methods described herein relate to methods for use in an exhaust system of an engine.
  • the methods comprise providing a flow of an exhaust gas from the engine, wherein the exhaust gas includes NOx.
  • a first portion of the exhaust gas is reduced by passing it through an upstream portion of a selective catalytic reduction apparatus.
  • the selective catalytic reduction apparatus uses NH 3 as a reductant in a reaction with NO x to form nitrogen and water as a byproduct.
  • a second, non-reduced portion of the exhaust gas passes from the upstream portion to a downstream portion of the selective catalytic reduction apparatus.
  • the second, non-reduced portion of the exhaust gas includes a residual amount of NO x and an amount of NH 3 slip.
  • the downstream portion is cooled to store at least a portion of the NH 3 slip included in the second, non-reduced portion of the exhaust gas.
  • the NH 3 stored in the downstream portion is used to reduce at least a portion of the residual amount of NO x to nitrogen and water.
  • the diesel engine system comprises a diesel engine core generating NO x as an exhaust gas.
  • a selective catalytic reduction volume is configured to receive the exhaust gas from the diesel engine core and uses NH 3 as a reductant to convert the NO x in the exhaust gas to nitrogen and water.
  • a cooling element is configured at a downstream portion of the selective catalytic reduction volume. The cooling element reduces the temperature of the downstream portion to store NH 3 for converting NO x at the downstream portion to nitrogen and water.
  • FIG. 1 illustrates a diesel engine system having a cooling element at a rear portion of a selective catalytic reduction volume.
  • FIG. 2 is a cross-sectional view of a coolant jacket.
  • FIG. 3 is a cross-sectional view of a coolant jacket having fins.
  • FIG. 4 is a flow diagram of operations that may be executed to process an exhaust gas of a diesel engine.
  • FIG. 1 illustrates a diesel engine system 10 having an exhaust system 15 and a diesel engine core 20.
  • the diesel engine core 20 is configured to burn fuel which, in turn, generates a flow of exhaust gases having NO x .
  • the exhaust gases are provided to the exhaust system 15 through a conduit, such as a pipe 30.
  • the exhaust system 15 includes a selective catalytic reduction volume 25 (SCR) that receives the exhaust gas from the diesel engine core 20 through pipe 30.
  • SCR 25 uses NH 3 as a reductant in converting NO x to nitrogen and water.
  • the NH 3 may be provided in a number of different forms.
  • the SCR 25 may use a urea solution which is sprayed into the exhaust stream by an injection system and then converted into NH 3 on a carrier supporting a catalyst.
  • NH 3 gas and/or NH 3 liquid may be provided directly as the reduction agent in the exhaust stream. In each instance, NH 3 is the ultimate reductant used to convert the NO x .
  • the SCR 25 may be configured to remove a predetermined amount of NO x in the exhaust gases when the diesel engine core 20 operates in a steady state during base operation. While in base operation, a stoichiometric amount of NH 3 can be used within the SCR 25 to reduce the NO x to a desirable level in which, for example, substantially all of the NO x in the exhaust gas is reduced. Even during base operation of the diesel engine core 20, the SCR 25 may be provided with an amount of NH 3 that is greater than that required to maintain the stoichiometric relationship. As a result, an amount of NH 3 that has not reacted with the NO x exits the SCR 25 in a downstream flow of exhaust gas. The presence of NH 3 in the downstream flow is known as "NH 3 slip.”
  • NH 3 slip may be an issue during transient operation of the diesel engine core 20.
  • any acceleration or deceleration of the vehicle results in a corresponding change in the speed of operation of the diesel engine core 20.
  • the flow of exhaust gases to the exhaust system 15 likewise increases.
  • the amount of NH 3 needed to reduce the NO x to acceptable levels within the SCR 25 increases. This increased in NH3, however, may result in significant NH 3 slip if too much NH 3 is employed.
  • the SCR 25 receives the exhaust gas from the diesel engine core 20 and converts the NO x included in the exhaust to nitrogen and water using NH 3 as a reductant.
  • the efficiency of the SCR 25 is based, at least in part, on the temperature at which the conversion takes place and the amount of time that the exhaust gas dwells within the SCR 25 during the conversion process. Exhaust gas temperatures between about 350°C and 450°C are not uncommon. Acceleration of the diesel engine core 20 decreases the dwell time of the exhaust gas in the SCR 25. As a result, there may be a large amount of NH 3 slip and NO x in the exhaust passing from the SCR 25. Similarly, during transient conditions, NH 3 slip and NO x passing to the output of the SCR 25 may be difficult to control and may exceed acceptable levels. [22] In order to reduce the amount of NH 3 slip and NO x passing to the output of the SCR
  • the exhaust system 15 includes a cooling element 35.
  • the cooling element 35 is configured at a downstream portion 40 of the SCR 25 and may be integrated with or immediately adjacent to the downstream portion 40.
  • the downstream portion 40 of the SCR 25 is cooled to a desired temperature.
  • temperatures may be, for example, between about 200°C and about 275°C. Any temperature range may be selected that facilitates storage in the downstream portion 40 of the unused NH 3 flowing from the upstream portion 45 of the SCR 25. Any temperature range in which NO x conversion efficiency is acceptable may also be used.
  • the cooling element 35 may attempt to keep the downstream portion 40 at a constant temperature.
  • the temperature of the cooling element 35 may be controlled by a cooling system 50.
  • the cooling system 50 may include a coolant supply 55 that communicates a coolant, such as lubricating or transmission fluid, along flow paths 60.
  • Coolant supply 55 is also in fluid communication over flow paths 65 with a heat exchanger 70.
  • the heat exchanger 70 receives high temperature coolant from the coolant supply 55 and returns the coolant to the coolant supply at a lower temperature for provision to the cooling element 35.
  • a controller 75 may also be provided to control one or more elements of the cooling system 50.
  • the controller 75 may control the amount of coolant provided from the coolant supply 55 to the cooling element 35. It may also control the amount of coolant provided to the heat exchanger 70.
  • Such control may be based on measurements received from the diesel engine core 20, measurements of the amount of NH 3 in one or both of the SCR 25 or cooling element 35, measurements of the amount of NO x in one or both of the SCR 25 or cooling element 35, measurements of the temperature at the upstream portion 45, measurements of the temperature at the downstream portion 40, measurements of the temperature of cooling element 35, measurements of the temperature of the coolant in the coolant supply 55, as well as any other measurements that assist in controlling the cooling system 50 to place the cooling element 35 in a state in which it reduces the amount of NO x and NH 3 slip exiting at conduit 80.
  • Exhaust gas passing through conduit 80 may be provided to an input of a NO x oxidation catalyst 83.
  • the NH 3 oxidation catalyst may contain low levels of Pt. When the Pt reacts with the NH 3 slip it is possible to form N 2 0 or NO x as a byproduct, although N 2 is the desired product. However, The exhaust system 15 substantially reduces the amount of NH 3 slip provided to the NH 3 oxidation catalyst 83 thereby ultimately reducing the amount of N 2 0 gas emitted from the diesel engine system 10.
  • FIG. 2 shows one manner of constructing the cooling element 35.
  • the cooling element 35 is in the form of a jacket that is disposed about an exterior portion of a wall 80 of the SCR 25.
  • the cooling element 35 includes an exterior surface 85 and an interior surface 90.
  • the exterior surface 85 and interior surface 90 define an interstitial region 95 through which the coolant from the coolant supply 55 flows. Coolant flows between the coolant supply 55 and the interstitial region 95 through flow paths 60. Exhaust gas is conducted through an interior flow path 100 of the SCR 25.
  • FIG. 3 shows a variation of the cooling element 35 of FIG. 2.
  • one or more fins 105 are in thermal contact with an outer portion of the cooling element 35.
  • the fins 105 penetrate the SCR 25 and extend into the interior flow path 100 to provide a means of directly cooling the flow of exhaust gas and/or the inner section of the SCR 25.
  • the fins 105 may only partially penetrate the SCR 25 to cool the inner section of the SCR 25.
  • FIG. 4 is a flow diagram of operations 140 that may be executed to process an exhaust gas of a diesel engine.
  • a flow of an exhaust gas from the engine is provided at operation 145.
  • the exhaust gas includes an amount of NO x that is to be removed.
  • a first portion of the exhaust gas is reduced and an upstream portion of an SCR apparatus using NH 3 as a reductant in a reaction with NO x to produce nitrogen and water as a byproduct.
  • a second, non-reduced portion of the exhaust gas passes from the upstream portion of the SCR apparatus and is received at a downstream portion of the SCR apparatus at operation 155.
  • the downstream portion of the SCR apparatus is cooled at operation 160 to store at least a portion of the NH 3 slip included in the second, non-reduced portion of the exhaust gas.
  • the NH 3 stored in the downstream portion of the SCR apparatus is used at operation 165 to reduce at least a portion of the residual amount of NO x to nitrogen and water.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention porte sur un système d'échappement pour un moteur qui comprend un volume de réduction catalytique sélective et un élément refroidisseur. Le volume de réduction catalytique sélective est conçu pour recevoir du gaz d'échappement provenant du moteur et utilise du NH3 comme agent réducteur pour convertir les NOx en azote et en eau. L'élément refroidisseur est disposé au niveau d'une partie aval du volume de réduction catalytique sélective pour l'abaissement de la température de la partie aval, ce qui stocke de cette manière du NH3 pour la conversion des NOx au niveau de la partie aval en azote et en eau.
PCT/US2012/041503 2011-08-09 2012-06-08 Procédé et système pour la réduction des nox présents dans un gaz d'échappement de moteur à l'aide d'un élément refroidisseur WO2013022517A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201161521419P 2011-08-09 2011-08-09
US61/521,419 2011-08-09
US201161532637P 2011-09-09 2011-09-09
US61/532,637 2011-09-09

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Publication Number Publication Date
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Family Applications (2)

Application Number Title Priority Date Filing Date
PCT/US2012/041496 WO2013022516A1 (fr) 2011-08-09 2012-06-08 Procédé et système pour la réduction des émissions de n2o à partir de systèmes de gaz d'échappement
PCT/US2012/041503 WO2013022517A1 (fr) 2011-08-09 2012-06-08 Procédé et système pour la réduction des nox présents dans un gaz d'échappement de moteur à l'aide d'un élément refroidisseur

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Application Number Title Priority Date Filing Date
PCT/US2012/041496 WO2013022516A1 (fr) 2011-08-09 2012-06-08 Procédé et système pour la réduction des émissions de n2o à partir de systèmes de gaz d'échappement

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US20120073273A1 (en) * 2009-06-16 2012-03-29 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine

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SE539130C2 (sv) 2015-08-27 2017-04-11 Scania Cv Ab Förfarande och avgasbehandlingssystem för behandling av en avgasström
SE539131C2 (sv) 2015-08-27 2017-04-11 Scania Cv Ab Förfarande och avgasbehandlingssystem för behandling av en avgasström
SE539133C2 (sv) 2015-08-27 2017-04-11 Scania Cv Ab Avgasbehandlingssystem och förfarande för behandling av en avgasström
CN107923280B (zh) 2015-08-27 2021-03-12 斯堪尼亚商用车有限公司 处理排气流的方法和排气处理系统
SE539134C2 (sv) 2015-08-27 2017-04-11 Scania Cv Ab Avgasbehandlingssystem och förfarande för behandling av en avgasström
SE539129C2 (en) 2015-08-27 2017-04-11 Scania Cv Ab Process and system for processing a single stream combustion exhaust stream
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US9109492B2 (en) * 2009-06-16 2015-08-18 Toyota Jidosha Kabushiki Kaisha Exhaust purification system of internal combustion engine

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