WO2015129463A1 - 内燃機関の排気浄化装置 - Google Patents

内燃機関の排気浄化装置 Download PDF

Info

Publication number
WO2015129463A1
WO2015129463A1 PCT/JP2015/053786 JP2015053786W WO2015129463A1 WO 2015129463 A1 WO2015129463 A1 WO 2015129463A1 JP 2015053786 W JP2015053786 W JP 2015053786W WO 2015129463 A1 WO2015129463 A1 WO 2015129463A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
catalyst
exhaust
internal combustion
combustion engine
Prior art date
Application number
PCT/JP2015/053786
Other languages
English (en)
French (fr)
Inventor
勉 村本
信貴 石井
太 中野
貴史 山下
聖 兼清
健二 萩尾
勝士 長田
次夫 茅根
Original Assignee
いすゞ自動車株式会社
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 いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Priority to CN201580022155.8A priority Critical patent/CN106661983B/zh
Priority to US15/307,618 priority patent/US10054027B2/en
Priority to EP15755930.3A priority patent/EP3112628B1/en
Publication of WO2015129463A1 publication Critical patent/WO2015129463A1/ja

Links

Images

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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D46/00—Filters or filtering processes specially modified for separating dispersed particles from gases or vapours
    • B01D46/66—Regeneration of the filtering material or filter elements inside the filter
    • B01D46/80—Chemical processes for the removal of the retained particles, e.g. by burning
    • B01D46/82—Chemical processes for the removal of the retained particles, e.g. by burning with catalysts
    • 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
    • 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
    • B01D53/944—Simultaneously removing carbon monoxide, hydrocarbons or carbon making use of oxidation catalysts
    • 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
    • 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
    • F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
    • F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
    • F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—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
    • F01N3/0828—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
    • F01N3/0835—Hydrocarbons
    • 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
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • 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
    • F01N3/103—Oxidation catalysts for HC and CO only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • 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
    • 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
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/3809—Common rail control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/90—Physical characteristics of catalysts
    • B01D2255/912—HC-storage component incorporated in the catalyst
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2257/00—Components to be removed
    • B01D2257/70—Organic compounds not provided for in groups B01D2257/00 - B01D2257/602
    • B01D2257/702—Hydrocarbons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2258/00—Sources of waste gases
    • B01D2258/01—Engine exhaust gases
    • B01D2258/012—Diesel engines and lean burn gasoline engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2279/00—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses
    • B01D2279/30—Filters adapted for separating dispersed particles from gases or vapours specially modified for specific uses for treatment of exhaust gases from IC Engines
    • 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
    • B01D53/9459—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts
    • B01D53/9477—Removing one or more of nitrogen oxides, carbon monoxide, or hydrocarbons by multiple successive catalytic functions; systems with more than one different function, e.g. zone coated catalysts with catalysts positioned on separate bricks, e.g. exhaust systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2250/00—Combinations of different methods of purification
    • F01N2250/06—Combinations of different methods of purification afterburning and filtering
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/08—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing
    • F01N2430/085—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by modifying ignition or injection timing at least a part of the injection taking place during expansion or exhaust stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/12—Hydrocarbons
    • 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
    • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
    • 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
    • F01N2900/14—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust gas
    • F01N2900/1404—Exhaust gas temperature
    • 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
    • F01N2900/1602—Temperature of exhaust gas apparatus
    • 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
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D2041/389—Controlling fuel injection of the high pressure type for injecting directly into the cylinder
    • 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
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to an exhaust purification device for an internal combustion engine.
  • a purification device such as an oxidation catalyst (DOC), a diesel particulate filter (DPF) or the like exhausts in order to suppress the release of these substances together with the exhaust gas. It is provided in the route.
  • DOC oxidation catalyst
  • DPF diesel particulate filter
  • the DPF is a device for collecting PM contained in the exhaust gas by a filter. As the DPF is used, PM accumulates and its function is degraded due to clogging of the filter. Therefore, hot exhaust gas is sent to the DPF, and the accumulated PM is combusted.
  • a method for generating high-temperature exhaust is a method of using unheated hydrocarbon (HC) in exhaust, adsorbing it to a DOC installed on the upstream side, and utilizing heat generated by oxidizing (combusting) this HC Is common.
  • HC unheated hydrocarbon
  • the DOC when the DOC exceeds the usable temperature, it tends to deteriorate and its function is lowered. Therefore, if HC more than necessary is adsorbed and accumulated in the DOC, the DOC may be deteriorated by exceeding the usable temperature during combustion.
  • the HC adsorption catalyst of Patent Document 2 when the estimated amount of accumulated HC reaches a predetermined amount, after injection (injection in the expansion stroke) is performed by an injector, and the temperature of the exhaust gas is increased by increasing the temperature of the exhaust gas. Incinerated.
  • the estimation of the HC accumulation amount is a method of obtaining from the change in the HC concentration before and after the HC adsorption catalyst (the former), or the HC inflow amount to the HC adsorption catalyst is estimated from the measured value of the air-fuel ratio sensor. And the adsorption efficiency of the HC adsorption catalyst and the HC oxidation / desorption amount of the HC adsorption catalyst (the latter).
  • Patent Document 2 when estimating the amount of HC deposition, the former method requires the provision of HC concentration sensors before and after the HC adsorption catalyst, leading to an increase in the number of parts or a complicated structure.
  • the adsorption efficiency of the HC adsorption catalyst and the HC oxidation / desorption amount of the HC adsorption catalyst take into account that these values also change depending on the amount of HC deposited in the HC adsorption catalyst. It has not been.
  • an object of the present invention is to provide an exhaust purification device for an internal combustion engine that burns hydrocarbons adsorbed on a catalyst at an appropriate timing while avoiding an increase in the number of parts and a complicated structure.
  • the present invention provides an exhaust gas purification apparatus for an internal combustion engine in which an exhaust pipe is provided with a catalyst capable of adsorbing and oxidizing hydrocarbons, the temperature detecting means for detecting the temperature of the catalyst, and the temperature A time during which the temperature of the catalyst detected by the detection means is less than or equal to a predetermined temperature is accumulated, an estimation means for estimating the amount of hydrocarbon adsorbed on the catalyst from the accumulated time, and the estimation estimated by the estimation means Control means for controlling fuel injection of the internal combustion engine in a first injection mode for raising the temperature of the catalyst to a temperature at which the hydrocarbon adsorbed on the catalyst is oxidized when the amount of hydrocarbon exceeds a predetermined upper limit; An exhaust emission control device for an internal combustion engine is provided.
  • the accumulated time may be subtracted.
  • the filter further includes a filter provided in the exhaust pipe on the downstream side of the catalyst to collect particulate matter in the exhaust gas, and when the particulate matter deposited on the filter exceeds a predetermined amount,
  • the fuel injection of the internal combustion engine may be controlled in a second injection mode in which the temperature of the catalyst is raised to the combustion temperature of the particulate matter.
  • the control means may prohibit the execution of the second injection mode during the execution of the first injection mode.
  • FIG. 1 is a diagram illustrating an internal combustion engine and an exhaust purification device according to an embodiment of the present invention. It is a figure explaining the fuel-injection control in normal mode. It is a figure explaining fuel injection control in HC purge mode. It is a figure explaining the fuel-injection control in the temperature rising process of DPF regeneration mode. It is a figure explaining the fuel-injection control in the HC supply process of DPF regeneration mode. It is a figure which shows the temperature change (solid line) of DOC in HC purge, and the change (broken line) of the quantity of adsorbed HC. It is a figure which shows the example of the change of the exhaust temperature accompanying a driving
  • FIG. 1 is a diagram showing a configuration of an internal combustion engine and an exhaust purification device according to an embodiment of the present invention.
  • a diesel engine 10 (hereinafter simply referred to as an engine) is used as the internal combustion engine.
  • Each cylinder of the engine 10 is provided with an injector 21 that directly injects high-pressure fuel pressured by the common rail 20 into each cylinder.
  • the fuel injection amount and fuel injection timing of each injector 21 are controlled according to an injection instruction signal input from an electronic control unit (hereinafter referred to as ECU) 40.
  • ECU electronice control unit
  • the fuel injection of the injector 21 can be switched between the normal mode, the HC purge mode, and the DPF regeneration mode. Details of each mode will be described later.
  • the exhaust manifold 11 of the engine 10 is connected to an exhaust passage 12 that discharges exhaust gas to the atmosphere.
  • the exhaust passage 12 is provided with an exhaust temperature sensor 13, an exhaust aftertreatment device 14, and the like in order from the exhaust upstream side.
  • the exhaust temperature sensor 13 detects an exhaust temperature (hereinafter referred to as a detected temperature) ⁇ upstream of the exhaust aftertreatment device 14.
  • the detected temperature ⁇ detected by the exhaust temperature sensor 13 is transmitted to the electrically connected ECU 40 in real time.
  • the exhaust aftertreatment device 14 is configured by arranging the DOC 15 and the DPF 16 in order from the exhaust upstream side in the catalyst case 14a.
  • Reference numeral 17 denotes a differential pressure sensor that detects the differential pressure ⁇ P across the DPF.
  • the front-rear differential pressure ⁇ P detected by the differential pressure sensor 17 is transmitted to the electrically connected ECU 40 in real time.
  • the DOC 15 is formed, for example, by supporting a catalyst component on the surface of a ceramic carrier such as a cordierite honeycomb structure. Further, the DOC 15 contains an adsorbent for adsorbing HC contained in the exhaust gas.
  • the adsorbent is made of a material having a three-dimensional structure for capturing HC molecules, such as zeolite.
  • the adsorbed HC can be oxidized (combusted) to raise the exhaust gas temperature.
  • DPF regeneration and the unburned HC is accumulated in DOC15 occurring in normal operation, an excess amount of HC is burned, there is a possibility that the exhaust gas temperature exceeds the upper limit use temperature theta L. Therefore, HC purge is performed to burn and remove the accumulated HC, which will be described later in detail.
  • the DPF 16 is formed, for example, by arranging a large number of cells partitioned by porous partition walls along the exhaust gas flow direction, and alternately plugging the upstream side and the downstream side of these cells. .
  • the DPF 16 collects particulate matter (hereinafter referred to as PM) in the exhaust gas in the pores and the surface (filter) of the partition walls.
  • PM particulate matter
  • DPF regeneration is performed in which the PM accumulation amount is removed by combustion. A specific description of DPF regeneration will be described later.
  • FIG. 2-1 is a diagram for explaining fuel injection control in the normal mode.
  • fuel injection main injection
  • the main injection is performed once, but this is only an example, and the injection may be performed in a plurality of times (multistage injection) according to the required performance.
  • FIG. 2-2 is a diagram for explaining fuel injection control in the HC purge mode.
  • the injection is performed once before and after (pre-injection and after-injection) with an injection amount smaller than the injection amount in the main injection.
  • the exhaust temperature is higher than in the normal mode, and the temperature of the DOC 15 rises to a target temperature ⁇ B that is higher than the temperature at which HC can be burned (activation temperature ⁇ A ).
  • the control in the HC purge mode described here is only an example, and other control contents may be used as long as the temperature of the DOC 15 is raised to the target temperature ⁇ B.
  • DPF regeneration mode injection is first performed to raise the temperature of the DOC 15 (temperature raising step: FIG. 2-3), and then injection for supplying HC to the DOC 15 (HC supply step) : Switch to Fig. 2-4).
  • FIG. 2-3 is a diagram for explaining fuel injection control in the temperature raising step in the DPF regeneration mode.
  • pre-injection, main injection, and after-injection are performed.
  • the amount of after injection in the temperature raising process is larger than that in the HC purge mode.
  • FIG. 2-4 is a diagram for explaining fuel injection control in the HC supply process in the DPF regeneration mode.
  • fuel injection is further performed in the exhaust stroke after combustion (post injection).
  • post injection the fuel from the post-injection is not burned and is contained in the exhaust. Therefore, HC contained in the fuel is supplied to the DOC 15. Since the temperature of the DOC 15 is sufficiently raised, the supplied HC burns in the DOC 15.
  • the post injection control is not limited to this, and may be, for example, a control in which the fuel is injected after being burned and unburned fuel is supplied to the DOC 15 by exhaust gas.
  • FIG. 3 is a diagram illustrating a temperature change (solid line) of the DOC 15 and a change in the adsorption amount of HC (broken line) in the HC purge.
  • the use upper limit temperature ⁇ L represents a temperature at which the DOC 15 does not significantly deteriorate.
  • the fuel injection is performed in the HC purge mode, and the temperature of the DOC 15 is increased as the exhaust gas temperature is increased.
  • the temperature of the DOC 15 reaches the activation temperature ⁇ A , combustion of the HC adsorbed on the DOC 15 starts. Accordingly, the temperature of DOC15 further increases, the control described later, since the HC adsorption amount is suppressed to below a predetermined level, it does not lead to the upper limit temperature theta L.
  • HC combustion reduces the amount of HC adsorbed on the DOC 15, and when the HC is sufficiently removed, the HC purge ends.
  • the time from the start to the end of the HC purge is appropriately adjusted according to conditions such as the amount of HC to be removed, the size of the DOC 15 and the flow rate of the exhaust gas.
  • FIG. 4 is a diagram illustrating an example of a change in the exhaust temperature accompanying the operation of the engine 10.
  • the HC adsorption amount of the DOC 15 is estimated based on the relationship between the temperature ⁇ detected by the exhaust temperature sensor 13 and the time T, and it is determined whether or not to perform the HC purge. This estimation and determination is performed by the ECU 40.
  • ⁇ A and T A can be obtained experimentally, for example, and can be adjusted as appropriate, such as expecting a temperature drop between the exhaust temperature sensor 13 and the DOC 15.
  • the amount to be HC purged is an amount at which the temperature of the DOC 15 does not reach the use upper limit temperature ⁇ L during HC combustion in the DOC 15.
  • the estimation method of the HC adsorption amount according to the present embodiment in which it is determined that HC is accumulated if the temperature of the DOC 15 is lower than the activation temperature ⁇ A is an accurate and stable method.
  • the temperature used for the determination may be set to, for example, ⁇ B + ⁇ in anticipation of a temperature drop between the exhaust temperature sensor 13 and the DOC 15. .
  • ⁇ T (T A1 + T A2 + T A3 + T A4 +...)
  • ⁇ kT B (k: a coefficient determined by the combustion efficiency of HC, which is obtained by experiment, for example) reaches a predetermined value, HC purge is started. It may be set ( ⁇ T ⁇ 0).
  • FIG. 5 is a diagram showing changes in the amount of HC adsorbed in the DOC 15 when the HC purge is executed (solid line) and when it is not executed (broken line).
  • solid line As the engine 10 is operated, a small amount of unburned HC contained in the exhaust accumulates, and the amount of HC adsorbed increases.
  • HC adsorption amount in the DOC 15 is controlled so as not to exceed a predetermined amount.
  • the adsorption amount of the HC at the time of DPF regeneration to be described later does not become excessively large as shown by a broken line, it does not exceed the upper limit use temperature theta L. Moreover, since HC purge is not performed more than necessary, wasteful fuel consumption is suppressed.
  • FIG. 6 is a diagram showing a temperature change of the DOC 15 in the DPF regeneration.
  • the solid line indicates the temperature change when the HC purge of the present embodiment is performed, and the broken line indicates the temperature change when the HC purge is not performed.
  • the DPF regeneration is performed by burning the unburned fuel (HC) in the exhaust gas in the DOC 15 to raise the temperature of the DOC 15 and raising the temperature of the exhaust gas flowing into the DPF 16 to the PM combustion temperature.
  • HC unburned fuel
  • the DPF regeneration has a start condition that the front-rear differential pressure ⁇ P detected by the differential pressure sensor 17 is equal to or greater than a predetermined value.
  • the front-rear differential pressure ⁇ P is not detected, and the DPF regeneration is not started. This is because the detection accuracy of the differential pressure sensor 17 decreases during the execution of the HC purge. Further, in a state in which HC is accumulated, but also because more could a feeding and burning reaches its upper limit temperature theta L and HC.
  • the HC purge of the present embodiment is made possible by rewriting the program of the ECU 40, and it is not necessary to change the design of the engine 10 and the injector 21 for this control. Further, the determination to perform the HC purge is made based on the detected temperature ⁇ detected by the exhaust temperature sensor 13.
  • the exhaust temperature sensor 13 is also used for the operating state of the engine 10, temperature control during DPF regeneration, and the like. It is a part.
  • the method of the present embodiment that determines whether or not HC is accumulated based on the temperature of the DOC 15 (detected temperature ⁇ of the exhaust temperature sensor 13) and estimates the HC adsorption amount is an accurate and stable method. It is. Therefore, by determining whether or not to execute the HC purge from this estimation, the HC purge is performed at an accurate timing.
  • an exhaust purification device for an internal combustion engine that burns hydrocarbons adsorbed on the DOC 15 at an appropriate timing while avoiding an increase in the number of parts and a complicated structure.
  • FIG. 7 is a diagram showing an internal combustion engine and an exhaust purification device according to another embodiment of the present invention. The difference between this embodiment and the above embodiment is that a fuel injection nozzle 18 is provided between the engine 10 and the exhaust aftertreatment device 14.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Environmental & Geological Engineering (AREA)
  • Biomedical Technology (AREA)
  • Analytical Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Materials Engineering (AREA)
  • Toxicology (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)

Abstract

内燃機関の排気浄化装置に関し､部品点数の増加､構造の複雑化を回避しつつ､適切なﾀｲﾐﾝｸﾞで触媒に吸着した炭化水素を燃焼させる｡ 炭化水素を吸着酸化可能な触媒(15)を排気管に設けた内燃機関(10)の排気浄化装置(14)であって､触媒(15)の温度を検出する温度検出手段(13)と､温度検出手段(13)で検出される触媒(15)の温度が所定温度以下を示す時間を累積すると共に､累積時間から触媒(15)に吸着された炭化水素量を推定する推定手段(40)と､推定手段(40)で推定される炭化水素量が所定上限値を超えた場合に､触媒(15)に吸着された炭化水素が酸化する温度に触媒(15)の温度を上昇させる第1 噴射ﾓｰﾄﾞで内燃機関(10)の燃料噴射を制御する制御手段(40)とを備えた｡

Description

内燃機関の排気浄化装置
　本発明は内燃機関の排気浄化装置に関する。
　ディーゼルエンジンのような内燃機関では、燃焼により、窒素酸化物、粒子状物質（Particulate Matter（ＰＭ））等が発生する。このような内燃機関を動力とする車両では、これらの物質が排気ガスと共に放出されるのを抑制するために、酸化触媒（ＤＯＣ）、ディーゼル・パティキュレート・フィルタ（ＤＰＦ）等の浄化装置が排気経路中に設けられている。
　ＤＰＦは、フィルタにより排気中に含まれるＰＭを捕集するための装置である。ＤＰＦは使用するうちに、ＰＭが蓄積してフィルタの目詰まりにより機能が低下していく。そのため、ＤＰＦに高温の排気を送り込み、蓄積したＰＭを燃焼させる。高温の排気の生成方法は、排気中に未燃の炭化水素（ＨＣ）を含ませて、上流側に設置したＤＯＣに吸着させ、このＨＣを酸化（燃焼）させることで生じる熱を利用する方法が一般的である。
　しかし、ＤＯＣは使用可能温度を超えると、劣化しやすくなり、その機能が低下する。したがって、ＤＯＣに必要以上のＨＣが吸着して蓄積されると、燃焼の際、使用可能温度を超えて、ＤＯＣを劣化させてしまう可能性がある。
　そこで、特許文献１の排気浄化装置では、排気を吸着剤に導く経路と、吸着剤を経由しない経路とを設け、吸着剤中のＨＣ堆積量の推定値が所定値以上となったとき、前者の経路を開いて高温の排気を吸着剤に導入して、蓄積したＨＣを燃焼させている。
　また、特許文献２のＨＣ吸着触媒では、推定されたＨＣ堆積量が所定の量に達したら、インジェクタでアフタ噴射（膨張行程での噴射）を行い、排気ガスの温度を上昇させて、ＨＣの焼却を行っている。ＨＣ堆積量の推定は、ＨＣ吸着触媒の前後におけるＨＣ濃度の変化から求める方法（前者とする）、あるいは空燃比センサの測定値からＨＣ吸着触媒へのＨＣ流入量を推定し、このＨＣ流入量と、ＨＣ吸着触媒の吸着効率と、ＨＣ吸着触媒のＨＣ酸化・脱離量とを用いて求める方法（後者とする）がある。
特開平１１－２２４４９号公報 特開２０１０－２６５８７３号公報
　しかし、特許文献１の排気浄化装置では、排気経路を２つ設ける必要があり、部品点数の増加、あるいは構造の複雑化につながる。
　また、特許文献２では、ＨＣ堆積量の推定の際、前者の方法では、ＨＣ吸着触媒の前後にＨＣ濃度センサを設ける必要があり、部品点数の増加、あるいは構造の複雑化につながる。一方、後者の方法では、ＨＣ吸着触媒の吸着効率、及びＨＣ吸着触媒のＨＣ酸化・脱離量は、これらの値がＨＣ吸着触媒中に堆積されているＨＣの量によっても変化することが加味されていない。そのため、過剰な頻度でＨＣの焼却を行うことによる燃費の悪化、逆に焼却時のＨＣの堆積量が適正な量を超えていることによる使用可能温度以上への温度の上昇を招く可能性がある。
　そこで、本発明は、部品点数の増加、構造の複雑化を回避しつつ、適切なタイミングで触媒に吸着した炭化水素を燃焼させる内燃機関の排気浄化装置を提供することを目的とする。
　上記目的を達成するために、本発明は、炭化水素を吸着酸化可能な触媒を排気管に設けた内燃機関の排気浄化装置であって、前記触媒の温度を検出する温度検出手段と、前記温度検出手段で検出される前記触媒の温度が所定温度以下を示す時間を累積すると共に、該累積時間から前記触媒に吸着された炭化水素量を推定する推定手段と、前記推定手段で推定される前記炭化水素量が所定上限値を超えた場合に、前記触媒に吸着された炭化水素が酸化する温度に前記触媒の温度を上昇させる第１噴射モードで前記内燃機関の燃料噴射を制御する制御手段と、を備える内燃機関の排気浄化装置を提供する。
　前記温度検出手段で検出される前記触媒の温度が所定時間連続して前記所定温度を超えた場合は、前記累積時間を減算してもよい。
　前記触媒よりも下流側の前記排気管に設けられて排気ガス中の粒子状物質を捕集するフィルタをさらに備え、前記制御手段は、前記フィルタに堆積した粒子状物質が所定量を超えると、前記触媒の温度を粒子状物質の燃焼温度まで上昇させる第２噴射モードで前記内燃機関の燃料噴射を制御してもよい。
　前記制御手段は、前記第１噴射モードの実行中は前記第２噴射モードの実行を禁止してもよい。
本発明の一実施形態に係る内燃機関及び排気浄化装置を示す図である。 通常モードにおける燃料噴射制御を説明する図である。 ＨＣパージモードにおける燃料噴射制御を説明する図である。 ＤＰＦ再生モードの昇温工程における燃料噴射制御を説明する図である。 ＤＰＦ再生モードのＨＣ供給工程における燃料噴射制御を説明する図である。 ＨＣパージにおけるＤＯＣの温度変化（実線）と、吸着されているＨＣの量の変化（破線）とを示す図である。 エンジンの運転に伴う排気温度の変化の例を示す図である。 ＨＣパージを実行した場合（実線）と、実行しない場合（破線）とのＤＯＣ中のＨＣ吸着量の変化を示した図である。 ＤＰＦ再生におけるＤＯＣの温度変化を示す図である。 本発明の他の一実施形態に係る内燃機関及び排気浄化装置を示す図である。
　以下、添付図面に基づいて、本発明の一実施形態に係る排気浄化装置を説明する。同一の部品には同一の符号を付してあり、それらの名称及び機能も同じである。したがって、それらについての詳細な説明は繰返さない。
　＜内燃機関及び排気浄化装置の構成＞
　図１は、本発明の一実施形態に係る内燃機関及び排気浄化装置の構成を示す図である。本実施形態では内燃機関として、ディーゼルエンジン１０（以下、単にエンジンという）が用いられている。
　エンジン１０の各気筒には、コモンレール２０に畜圧した高圧燃料を各気筒内に直接噴射するインジェクタ２１がそれぞれ設けられている。各インジェクタ２１の燃料噴射量や燃料噴射タイミングは、電子制御ユニット（以下、ＥＣＵという）４０から入力される噴射指示信号に応じてコントロールされる。本実施形態において、インジェクタ２１の燃料噴射は、通常モード、ＨＣパージモード、ＤＰＦ再生モードで切り替え可能である。それぞれのモードの詳細については後述する。
　エンジン１０の排気マニホールド１１には、排気ガスを大気に放出する排気通路１２が接続されている。この排気通路１２には、排気上流側から順に、排気温度センサ１３、排気後処理装置１４等が設けられている。
　排気温度センサ１３は、排気後処理装置１４よりも上流側の排気温度（以下、検出温度という）θを検出する。排気温度センサ１３で検出される検出温度θは、電気的に接続されたＥＣＵ４０にリアルタイムで送信される。
　排気後処理装置１４は、触媒ケース１４ａ内に排気上流側から順に、ＤＯＣ１５及び、ＤＰＦ１６を配置して構成されている。なお、符号１７は、ＤＰＦの前後差圧ΔＰを検出する差圧センサを示している。差圧センサ１７で検出される前後差圧ΔＰは、電気的に接続されたＥＣＵ４０にリアルタイムで送信される。
　ＤＯＣ１５は、例えば、コーディエライトハニカム構造体等のセラミック製担体表面に触媒成分を担持して形成されている。また、ＤＯＣ１５には、排気ガス中に含まれるＨＣを吸着するための吸着剤が含まれている。吸着剤は、ゼオライト等、ＨＣ分子を捕捉するための立体構造を持つ材質からなる。吸着したＨＣは酸化（燃焼）させることにより、排気温度を上昇させることができる。しかし、後述するＤＰＦ再生、及び通常の運転において発生する未燃ＨＣがＤＯＣ１５に蓄積されると、過剰量のＨＣが燃焼され、排気温度が使用上限温度θLを超えてしまう可能性がある。そのため、蓄積されたＨＣを燃焼させて除去すべくＨＣパージが行われるが、この詳細については後述する。
　ＤＰＦ１６は、例えば、多孔質性の隔壁で区画された多数のセルを排気ガスの流れ方向に沿って配置し、これらセルの上流側と下流側とを交互に目封止して形成されている。ＤＰＦ１６は、排気ガス中の粒子状物質（以下、ＰＭという）を隔壁の細孔や表面（フィルタ）に捕集する。ＰＭ堆積量が所定量に達すると、これを燃焼除去するいわゆるＤＰＦ再生が実行される。ＤＰＦ再生の具体的な説明は後述する。
　＜燃料噴射制御＞
　（１）通常モード
　図２－１は、通常モードにおける燃料噴射制御を説明する図である。通常モードでは、上死点あるいはその近傍で燃料噴射（メイン噴射）を行う。なお、ここで述べた通常モードは、メイン噴射は１回としたが、その一例に過ぎず、必要とされる性能に応じて噴射を複数回（多段噴射）に分けて行ってもよい。
　（２）ＨＣパージモード
　図２－２は、ＨＣパージモードにおける燃料噴射制御を説明する図である。ＨＣパージモードでは、メイン噴射に加え、その前後に各１回（プレ噴射とアフタ噴射）、それぞれメイン噴射での噴射量よりも少ない噴射量で噴射を行う。ＨＣパージモードでは、通常モードよりも排気温度が高くなり、ＤＯＣ１５の温度は、ＨＣの燃焼が可能な温度（活性温度θA）より高い目標温度θBまで上昇する。なお、ここで述べたＨＣパージモードの制御は、その一例に過ぎず、ＤＯＣ１５の温度を目標温度θBまで上昇させるものであれば他の制御内容でもよい。
　（３）ＤＰＦ再生モード
　ＤＰＦ再生モードでは、最初にＤＯＣ１５の温度を上昇させるための噴射（昇温工程：図２－３）を行い、その後、ＤＯＣ１５にＨＣを供給するための噴射（ＨＣ供給工程：図２－４）に切り替える。
　図２－３は、ＤＰＦ再生モードの昇温工程における燃料噴射制御を説明する図である。昇温工程では、プレ噴射、メイン噴射、アフタ噴射を行う。昇温工程でのアフタ噴射の噴射量はＨＣパージモードにおけるアフタ噴射よりも多い。昇温工程での噴射によりＤＯＣ１５の温度が上昇し、目標温度θBより高い所定温度に達したらＨＣ供給工程に切り替えられる。
　図２－４は、ＤＰＦ再生モードのＨＣ供給工程における燃料噴射制御を説明する図である。ＨＣ供給工程では、昇温工程の燃料噴射に加え、燃焼後の排気行程において、さらに燃料噴射を行う（ポスト噴射）。この噴射モードではポスト噴射による燃料は燃焼せず、排気中に含まれることになる。したがって、燃料に含まれるＨＣが、ＤＯＣ１５に供給される。ＤＯＣ１５は十分に昇温されているため、供給されたＨＣはＤＯＣ１５において燃焼する。なお、ポスト噴射の制御はこれに限られず、燃焼後において噴射され、未燃の燃料が排気によってＤＯＣ１５に供給されるものであれば、例えば、複数回に分けて噴射する等の制御でもよい。
　＜ＨＣパージ＞
　図３は、ＨＣパージにおけるＤＯＣ１５の温度変化（実線）と、ＨＣの吸着量の変化（破線）とを示す図である。図中、使用上限温度θLは、ＤＯＣ１５の顕著な劣化を起こさないための温度を表す。
　ＨＣパージが開始されると、ＨＣパージモードの燃料噴射となり、排気温度の上昇に伴って、ＤＯＣ１５の温度も上昇する。ＤＯＣ１５の温度が、活性温度θAに達したら、ＤＯＣ１５に吸着されたＨＣの燃焼が始まる。これにより、ＤＯＣ１５の温度がさらに上昇するが、後述する制御により、ＨＣ吸着量は所定量以下に抑えられているため、使用上限温度θLには至らない。
　ＨＣの燃焼により、ＤＯＣ１５に吸着されているＨＣの量は減少し、ＨＣが十分に除去されると、ＨＣパージは終了する。ＨＣパージの開始から終了までの時間は、除去すべきＨＣの量、ＤＯＣ１５のサイズ、排気ガスの流量等の条件によって適宜調整される。
　＜ＨＣパージの実行条件＞
　図４は、エンジン１０の運転に伴う排気温度の変化の例を示す図である。本実施形態では、排気温度センサ１３が検出した温度θと時間Ｔとの関係に基づいて、ＤＯＣ１５のＨＣ吸着量を推定し、ＨＣパージを実行するか否かの判断を行う。この推定及び判断はＥＣＵ４０によって行われる。
　本実施形態では、検出温度θが活性温度θA以下である時間が積算され、積算された時間ΣＴ（＝ＴA1＋ＴA2＋ＴA3＋ＴA4＋・・・）が所定の値ＴAとなれば、ＤＯＣ１５中のＨＣ吸着量はＨＣパージすべき量に達したと推定され、ＨＣパージ開始の判断がなされる。θA及びＴAは、例えば、実験的に求めることができ、さらに、排気温度センサ１３とＤＯＣ１５との間での温度の降下を見込む等、適宜調整可能である。また、ＨＣパージすべき量とは、ＤＯＣ１５におけるＨＣ燃焼の際に、ＤＯＣ１５の温度が使用上限温度θLに至らない量である。
　ＨＣの燃焼は、活性温度θA以上にならなければ起こらない。したがって、ＤＯＣ１５の温度が活性温度θA未満であればＨＣが蓄積されていると判断する本実施形態のＨＣ吸着量の推定方法は正確かつ安定した方法と言える。
　さらに、これらの条件に加えて、本実施形態では、排気温度が所定温度、例えば目標温度θB（＞θA）以上の状態が連続で所定時間ＴB以上となれば、ΣＴの値がリセット（ΣＴ＝０）される。排気温度が十分に高ければ、ＤＯＣ１５に吸着したＨＣが十分に燃焼したと推定されるためである。なお、ＤＯＣ１５内部の温度をθBとするためには、排気温度センサ１３とＤＯＣ１５との間での温度の降下を見込んで、判定に用いる温度を、例えば、θB＋Δと設定してもよい。また、ΣＴ＝（ＴA1＋ＴA2＋ＴA3＋ＴA4＋・・・）－ｋＴB（ｋ：ＨＣの燃焼効率によって決まる係数で、例えば実験によって求める）が所定の値に達すればＨＣパージを開始する設定としてもよい（ΣＴ≧０）。
　図５は、ＨＣパージを実行した場合（実線）と、実行しない場合（破線）とのＤＯＣ１５中のＨＣ吸着量の変化を示した図である。エンジン１０の運転に伴って、排気中に含まれる少量の未燃ＨＣが蓄積し、ＨＣの吸着量が増加していく。そして、上記のようにＨＣ吸着量が所定の量に達したと判断され、ＨＣパージが行われると、ＨＣが除去される。したがって、本実施形態によれば、ＤＯＣ１５中のＨＣ吸着量は、所定の量を超えないように制御される。また、そのため、後述するＤＰＦ再生時にＨＣの吸着量が破線のように過大とならず、使用上限温度θLを超えない。また、必要以上にＨＣパージは実行されないため、無駄な燃料の消費が抑制される。
　上記のＨＣ吸着量の推定、すなわちＨＣパージを実行するか否かの判断方法はその一例に過ぎず、例えば、排気温度がθA以下の状態で車両が走行した距離の積算値から判断してもよい。
　＜ＤＰＦ再生＞
　図６は、ＤＰＦ再生におけるＤＯＣ１５の温度変化を示す図である。図中、実線は本実施形態のＨＣパージを行った場合、破線はＨＣパージを行わない場合の温度変化を示している。ＤＰＦ再生は、排気中の未燃燃料（ＨＣ）をＤＯＣ１５で燃焼させることで、ＤＯＣ１５の温度を上昇させ、ＤＰＦ１６に流入する排気温度をＰＭ燃焼温度まで昇温させることにより行われる。
　ＤＰＦ１６に堆積されたＰＭが増加すると、ＤＰＦ１６の前後の差圧ΔＰが上昇する。そのため、本実施形態では、ＤＰＦ再生は、差圧センサ１７で検出される前後差圧ΔＰが所定の値以上になることを開始条件とする。ただし、本実施形態では、ＨＣパージの実行中は前後差圧ΔＰの検出は行わず、ＤＰＦ再生は開始されない。ＨＣパージの実行中は差圧センサ１７の検出精度が低下するためである。また、ＨＣが蓄積された状態で、さらにＨＣを供給して燃焼させると使用上限温度θLに達する可能性があるためでもある。
　ここで、本実施形態（実線）について説明する。ＤＰＦ再生が開始されると、ＤＰＦ再生モードの燃料噴射が開始される。まず、昇温工程の燃料噴射により、ＤＯＣ１５が上昇する。その後、ＨＣ供給工程に切り替わりＨＣがＤＯＣ１５に供給され、燃焼することによりＤＯＣ１５の温度がさらに上がり、θPMに達する。ＤＯＣ１５を通った高温の排気ガスはＰＭ燃焼温度以上の温度でＤＰＦ１６に流入する。
　一方、本実施形態のＨＣパージを行わず、ＤＯＣ１５に過剰のＨＣが蓄積された場合、破線のように、ＤＯＣ１５が昇温されると、急激な温度上昇が起こり、ＤＯＣ１５の温度は使用上限温度θLに達する。ＤＯＣ１５の温度が使用上限温度θLに達すると、ＤＯＣ１５に含まれる吸着剤の立体構造が崩壊し、ＨＣの吸着性能が低下する。
　＜本実施形態の効果＞
　本実施形態のＨＣパージは、ＥＣＵ４０のプログラムの書き換えを行うことにより可能となり、この制御のためにエンジン１０及びインジェクタ２１の設計変更等を行う必要はない。さらに、ＨＣパージを行う判断は、排気温度センサ１３による検出温度θに基づいて行われており、排気温度センサ１３は、エンジン１０の運転状態、ＤＰＦ再生の際の温度制御等にも用いられている部品である。
　また、上述したように、ＤＯＣ１５の温度（排気温度センサ１３の検出温度θ）によりＨＣが蓄積されているか否かを判断し、ＨＣ吸着量を推定する本実施形態の方法は正確かつ安定した方法である。したがって、この推定からＨＣパージを実行するか否かを判断することにより、正確なタイミングでＨＣパージが行われることになる。
　したがって、本実施形態によれば、部品点数の増加、構造の複雑化を回避しつつ、適切なタイミングでＤＯＣ１５に吸着した炭化水素を燃焼させる内燃機関の排気浄化装置を提供することができる。
　＜他の実施形態＞
　図７は、本発明の他の一実施形態に係る内燃機関及び排気浄化装置を示す図である。この実施形態と上記実施形態とで構成上異なるのはエンジン１０と排気後処理装置１４との間に、燃料噴射ノズル１８が設けられている点である。
　この構成においては、燃料噴射ノズル１８から燃料（ＨＣ）を供給することができるため、ＤＰＦ再生モードにおけるインジェクタ２１での燃料噴射方法は、図２－３の工程（昇温工程）のみでよい。この構成では、ＨＣはエンジン外部で供給されるため、ポスト噴射（図２－４）のように燃焼後の排気工程とする必要がなく、噴射タイミングに幅を持たせることができる。

Claims (4)

  1. 　炭化水素を吸着酸化可能な触媒を排気管に設けた内燃機関の排気浄化装置であって、
    　前記触媒の温度を検出する温度検出手段と、
    　前記温度検出手段で検出される前記触媒の温度が第１の所定温度以下を示す時間を累積すると共に、該累積時間から前記触媒に吸着された炭化水素量を推定する推定手段と、
    　前記推定手段で推定される前記炭化水素量が所定上限値を超えた場合に、前記触媒に吸着された炭化水素が酸化する温度に前記触媒の温度を上昇させる第１噴射モードで前記内燃機関の燃料噴射を制御する制御手段と、を備える
    　内燃機関の排気浄化装置。
  2. 　前記温度検出手段で検出される前記触媒の温度が所定時間連続して前記第１の所定温度より低い第２の所定温度以上となった場合は、前記累積時間を減算する
    　請求項１に記載の排気浄化装置。
  3. 　前記触媒よりも下流側の前記排気管に設けられて排気ガス中の粒子状物質を捕集するフィルタをさらに備え、
    　前記制御手段は、前記フィルタに堆積した粒子状物質が所定量を超えると、前記触媒の温度を粒子状物質の燃焼温度まで上昇させる第２噴射モードで前記内燃機関の燃料噴射を制御する
    　請求項１又は２に記載の排気浄化装置。
  4. 　前記制御手段は、前記第１噴射モードの実行中は前記第２噴射モードの実行を禁止する
    　請求項３に記載の排気浄化装置。
PCT/JP2015/053786 2014-02-28 2015-02-12 内燃機関の排気浄化装置 WO2015129463A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201580022155.8A CN106661983B (zh) 2014-02-28 2015-02-12 内燃机的排气净化装置
US15/307,618 US10054027B2 (en) 2014-02-28 2015-02-12 Exhaust purification apparatus for internal combustion engine
EP15755930.3A EP3112628B1 (en) 2014-02-28 2015-02-12 Exhaust purification apparatus for internal combustion engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014-038947 2014-02-28
JP2014038947A JP6237342B2 (ja) 2014-02-28 2014-02-28 内燃機関の排気浄化装置

Publications (1)

Publication Number Publication Date
WO2015129463A1 true WO2015129463A1 (ja) 2015-09-03

Family

ID=54008786

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2015/053786 WO2015129463A1 (ja) 2014-02-28 2015-02-12 内燃機関の排気浄化装置

Country Status (5)

Country Link
US (1) US10054027B2 (ja)
EP (1) EP3112628B1 (ja)
JP (1) JP6237342B2 (ja)
CN (1) CN106661983B (ja)
WO (1) WO2015129463A1 (ja)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7135612B2 (ja) 2018-09-05 2022-09-13 いすゞ自動車株式会社 排気浄化装置および排気浄化方法
JP7334775B2 (ja) * 2021-12-20 2023-08-29 いすゞ自動車株式会社 排気ガス温度制御装置
CN114233438B (zh) * 2021-12-22 2022-10-21 凯龙高科技股份有限公司 一种柴油机尾气后处理方法和装置
CN114961951B (zh) * 2022-05-10 2023-12-15 潍柴动力股份有限公司 Doc硫中毒的主动监控方法、装置及系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08144802A (ja) * 1994-11-24 1996-06-04 Nissan Motor Co Ltd 内燃機関の空燃比制御装置
JP2002364345A (ja) * 2001-06-08 2002-12-18 Nissan Motor Co Ltd 内燃機関の排気浄化装置
JP2008128062A (ja) * 2006-11-20 2008-06-05 Toyota Motor Corp 内燃機関の制御装置
JP2010265873A (ja) * 2009-05-18 2010-11-25 Mitsubishi Motors Corp 排気浄化装置
JP2013142377A (ja) * 2012-01-12 2013-07-22 Mitsubishi Motors Corp エンジンの排気浄化装置

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3412459B2 (ja) 1997-07-08 2003-06-03 日産自動車株式会社 エンジンの排気浄化装置
JP2004108320A (ja) * 2002-09-20 2004-04-08 Isuzu Motors Ltd 排気ガス浄化方法及びそのシステム
US7788911B2 (en) * 2006-07-21 2010-09-07 Cummins Filtration, Inc. Adsorbed substance accumulation reduction for exhaust treatment equipment

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08144802A (ja) * 1994-11-24 1996-06-04 Nissan Motor Co Ltd 内燃機関の空燃比制御装置
JP2002364345A (ja) * 2001-06-08 2002-12-18 Nissan Motor Co Ltd 内燃機関の排気浄化装置
JP2008128062A (ja) * 2006-11-20 2008-06-05 Toyota Motor Corp 内燃機関の制御装置
JP2010265873A (ja) * 2009-05-18 2010-11-25 Mitsubishi Motors Corp 排気浄化装置
JP2013142377A (ja) * 2012-01-12 2013-07-22 Mitsubishi Motors Corp エンジンの排気浄化装置

Also Published As

Publication number Publication date
EP3112628A4 (en) 2017-12-20
EP3112628B1 (en) 2019-06-12
CN106661983B (zh) 2019-06-14
CN106661983A (zh) 2017-05-10
JP2015161293A (ja) 2015-09-07
JP6237342B2 (ja) 2017-11-29
EP3112628A1 (en) 2017-01-04
US20170074144A1 (en) 2017-03-16
US10054027B2 (en) 2018-08-21

Similar Documents

Publication Publication Date Title
US20110314796A1 (en) Particulate matter detection sensor and control device of controlling the same
JP4711006B2 (ja) 排気浄化装置
JP2009138704A (ja) 排気後処理装置
JP2007198282A (ja) 排気ガス浄化方法及び排気ガス浄化システム
JP5999264B2 (ja) 内燃機関の制御方法
JP6237342B2 (ja) 内燃機関の排気浄化装置
JP6384196B2 (ja) 排気浄化装置の再生装置
JP4887888B2 (ja) 内燃機関の排気浄化装置
JP5251711B2 (ja) 内燃機関の排気浄化装置
JP2008255812A (ja) 内燃機関の排気浄化装置
JP2007154729A (ja) 内燃機関の排気浄化装置
JP5534011B2 (ja) 排気昇温装置及び燃料供給弁の詰まり除去方法
JP2005155444A (ja) 排気浄化装置
JP2003155913A (ja) 排気浄化方法及び装置
JP2008138537A (ja) 内燃機関の排気浄化装置
JP4780335B2 (ja) 内燃機関の排気浄化装置
JP5613477B2 (ja) パティキュレートフィルタの再生装置
KR20120036008A (ko) 자동차 배출가스 저감장치
JP2010174794A (ja) 排ガス浄化装置
JP2010133307A (ja) エンジンの排気浄化装置
JP2006274978A (ja) 内燃機関の排気浄化装置
JP2007023876A (ja) 排気ガス浄化システムの制御方法及び排気ガス浄化システム
WO2017179674A1 (ja) 内燃機関の排ガス浄化装置
JP2011099378A (ja) Ｄｐｆ再生制御装置
WO2014115621A1 (ja) 内燃機関の排気浄化装置

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15755930

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

REEP Request for entry into the european phase

Ref document number: 2015755930

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 2015755930

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 15307618

Country of ref document: US