WO2016178299A1 - Dispositif de purification des gaz d'échappement d'un moteur à combustion interne - Google Patents

Dispositif de purification des gaz d'échappement d'un moteur à combustion interne Download PDF

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WO2016178299A1
WO2016178299A1 PCT/JP2016/001908 JP2016001908W WO2016178299A1 WO 2016178299 A1 WO2016178299 A1 WO 2016178299A1 JP 2016001908 W JP2016001908 W JP 2016001908W WO 2016178299 A1 WO2016178299 A1 WO 2016178299A1
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Prior art keywords
exhaust gas
catalyst
storage
internal combustion
combustion engine
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PCT/JP2016/001908
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English (en)
Japanese (ja)
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友基 藤野
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株式会社デンソー
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Priority to DE112016002077.5T priority Critical patent/DE112016002077T5/de
Publication of WO2016178299A1 publication Critical patent/WO2016178299A1/fr

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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
    • 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
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating 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
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D2255/00—Catalysts
    • B01D2255/90—Physical characteristics of catalysts
    • B01D2255/91—NOx-storage component incorporated in the catalyst
    • 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
    • B01D53/9413—Processes characterised by a specific catalyst
    • B01D53/9422—Processes characterised by a specific catalyst for removing nitrogen oxides by NOx storage or reduction by cyclic switching between lean and rich exhaust gases (LNT, NSC, NSR)
    • 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
    • B01D53/9445—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC]
    • B01D53/9454—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC] characterised by a specific device
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present disclosure relates to an exhaust gas purification apparatus for an internal combustion engine including an occlusion catalyst that occludes a predetermined component in exhaust gas of the internal combustion engine.
  • This disclosure is intended to provide an exhaust purification device for an internal combustion engine that can determine the state of the storage catalyst while satisfying the demand for cost reduction.
  • an exhaust purification device for an internal combustion engine includes an occlusion catalyst that occludes by an occlusion reaction that causes a predetermined component in exhaust gas to react with an occlusion material, and a sensor that detects information that changes according to the state of the occlusion reaction. And a determination unit that determines a state immediately before saturation, which is a state where the storage amount of the storage catalyst approaches saturation and the storage reaction tends to decrease based on the output of the sensor.
  • the occlusion reaction When the amount of occlusion of the occlusion catalyst is small and the occlusion capacity is high, the occlusion reaction is actively performed and the amount of heat generated by the occlusion reaction increases, and accordingly the temperature of the occlusion catalyst and the temperature of exhaust gas passing through the occlusion catalyst rises. To do. After that, when the occlusion amount of the occlusion catalyst increases to approach saturation and the occlusion capacity decreases, the occlusion reaction decreases and the amount of heat generated by the occlusion reaction decreases, and accordingly the temperature of the occlusion catalyst and the occlusion catalyst are reduced. The temperature of the exhaust gas that passes through decreases. That is, there is a correlation between the storage amount of the storage catalyst and information that changes according to the state of the storage reaction (for example, the temperature of the storage catalyst or the temperature of the exhaust gas).
  • the occlusion catalyst is immediately before saturation (that is, the occlusion amount of the occlusion catalyst approaches saturation and the occlusion reaction tends to decrease). Can be determined.
  • the state of the storage catalyst can be determined without providing a sensor for detecting the concentration of the predetermined component on both the upstream side and the downstream side of the storage catalyst, an expensive sensor that detects the concentration of the predetermined component. Therefore, the cost of the exhaust purification system can be reduced.
  • FIG. 1 is a diagram illustrating a schematic configuration of an engine control system according to the first embodiment.
  • FIG. 2 is a diagram showing a schematic configuration of a test exhaust purification system.
  • FIG. 3 shows the test results.
  • FIG. 4 is a flowchart showing the processing flow of the exhaust purification control routine.
  • FIG. 5 is a diagram showing a schematic configuration of the exhaust purification system of the second embodiment.
  • FIG. 6 is a diagram illustrating a schematic configuration of the exhaust purification system of the third embodiment.
  • Example 1 will be described with reference to FIGS.
  • An intake pipe 12 of an engine 11 which is an internal combustion engine is provided with a throttle valve 14 whose opening is adjusted by a motor 13 and a throttle opening sensor 15 which detects a throttle opening which is the opening of the throttle valve 14. ing.
  • Each cylinder of the engine 11 is provided with a fuel injection valve 16 that directly injects fuel into the cylinder.
  • An ignition plug 17 is attached to the cylinder head of the engine 11 for each cylinder, and the air-fuel mixture in each cylinder is ignited by spark discharge of the ignition plug 17 of each cylinder.
  • the exhaust pipe 18 of the engine 11 is provided with an air-fuel ratio sensor 19 that detects the air-fuel ratio of the exhaust gas, and purifies CO, HC, NO x and the like in the exhaust gas downstream of the air-fuel ratio sensor 19.
  • a three-way catalyst 20 is provided.
  • a NO x storage catalyst 21 is provided on the downstream side of the three-way catalyst 20. This the NO X storing catalyst 21, when the air-fuel ratio of the exhaust gas is leaner than the stoichiometric air-fuel ratio, the NO X in the exhaust gas is occluded by occlusion reaction is reacted with absorbing material, the air-fuel ratio of the exhaust gas is the stoichiometric air When the fuel is richer than the fuel ratio, the stored NO x is released and reduced and purified. NO x corresponds to the predetermined component, and the NO x storage catalyst 21 corresponds to the storage catalyst.
  • the NO X storing catalyst 21 is divided into an upstream side portion 21a and downstream portion 21b in the direction of the flow of the exhaust gas, between the upstream portion 21a and downstream portion 21b, arranged downstream temperature sensor 23 to be described later A gap 31 is provided for this purpose.
  • the temperature of the exhaust gas flowing into the upstream portion 21a of the NO X storage catalyst 21 (hereinafter referred to as “inflow gas temperature”) is detected.
  • An upstream temperature sensor 22 is disposed.
  • a downstream temperature sensor 23 for detecting the temperature of the exhaust gas flowing out from the exhaust gas (hereinafter referred to as “outflow gas temperature”) is disposed.
  • the downstream temperature sensor 23 is disposed upstream of the most downstream portion in the exhaust gas flow direction in the NO x storage catalyst 21. This downstream temperature sensor 23 corresponds to a temperature sensor.
  • the upstream temperature sensor 22 and the downstream temperature sensor 23 those having vibration resistance more than a predetermined value are used, and the temperature sensors 22 and 23 are prevented from being damaged by vibration due to exhaust pulsation.
  • the air-fuel ratio of the exhaust gas flowing out from the upstream portion 21a of the NO X storage catalyst 21 (hereinafter referred to as “outflow gas”).
  • An air-fuel ratio sensor 24 for detecting “air-fuel ratio” is disposed.
  • a NO X sensor 25 that detects the NO X concentration of the exhaust gas flowing out from the downstream portion 21b of the NO X storage catalyst 21 is disposed downstream of the NO X storage catalyst 21 (that is, downstream of the downstream portion 21b). ing.
  • a cooling water temperature sensor 26 for detecting the cooling water temperature and a knock sensor 27 for detecting knocking are attached to the cylinder block of the engine 11.
  • a crank angle sensor 29 that outputs a pulse signal every time the crankshaft 28 rotates by a predetermined crank angle is attached to the outer peripheral side of the crankshaft 28, and the crank angle and the engine are determined based on the output signal of the crank angle sensor 29. The rotation speed is detected.
  • the outputs of these various sensors are input to an electronic control unit (hereinafter referred to as “ECU”) 30.
  • the ECU 30 is mainly composed of a microcomputer, and executes various engine control programs stored in a built-in ROM, so that the fuel injection amount, the ignition timing, the throttle opening ( That is, the intake air amount) is controlled.
  • ECU 30 by executing the exhaust gas purification control routine of FIG. 4 described later, (a the NO X storage temperature range capable for example the NO X storing catalyst 21) when in the temperature of the exhaust gas is predetermined range,
  • the engine 11 is operated in the lean mode.
  • the fuel injection amount and the intake air amount are controlled so that the air-fuel ratio of the air-fuel mixture becomes leaner than the stoichiometric air-fuel ratio (stoichiometric), thereby reducing fuel consumption.
  • the lean mode occludes NO X in the exhaust gas in the NO X storing catalyst 21, when the storage capacity is lowered by storage amount of the NO X storage catalyst 21 is increased, if the air-fuel ratio of the exhaust gas rich to release the NO X which is stored in the NO X storing catalyst 21 performing the rich purge for reduction purification.
  • the storage capacity of the NO X storage catalyst 21 is reduced by the rich purge to restore the storage capacity.
  • the inventor conducted a test using the test exhaust purification system shown in FIG. 2, and the test results are shown in FIG.
  • temperature sensors 2 and 3 for detecting the temperature of exhaust gas are arranged on the upstream side and downstream side of the NO X storage catalyst 1, respectively, and the exhaust gas is discharged downstream of the NO X storage catalyst 1.
  • a NO x sensor 4 for detecting the NO x concentration of the gas is disposed.
  • the inflow gas temperature is the temperature of the exhaust gas detected by the upstream temperature sensor 2
  • the outflow gas temperature is the temperature of the exhaust gas detected by the downstream temperature sensor 3. Further, the difference between the outflow gas temperature and the inflow gas temperature is used as the catalyst temperature increase amount.
  • the temperature that changes according to the amount of heat generated by the occlusion reaction for example, the upstream portion 21a of the NO x storage catalyst 21.
  • a downstream temperature sensor 23 for detecting the temperature of the exhaust gas flowing out from the gas. 4 is executed by the ECU 30, the storage amount of the upstream portion 21a of the NO X storage catalyst 21 approaches saturation based on the output of the downstream temperature sensor 23, and the storage reaction is performed.
  • a state that tends to decrease (hereinafter referred to as “state immediately before saturation”) is determined.
  • the difference between the outflow gas temperature detected by the downstream temperature sensor 23 and the inflow gas temperature detected by the upstream temperature sensor 22 is calculated as the catalyst temperature increase amount (that is, the upstream portion 21a of the NO X storage catalyst 21). Calculated as temperature rise).
  • determined catalytic heating value i.e. the amount of heat generated by the adsorption reaction of the upstream portion 21a of the NO X storage catalyst 21
  • the upstream portion 21a of the NO x storage catalyst 21 is in a state immediately before saturation.
  • the exhaust purification control routine shown in FIG. 4 is repeatedly executed at a predetermined cycle during the power-on period of the ECU 30, and serves as a determination unit and a control unit.
  • this routine is started, first, at step 101, it is determined whether or not the exhaust gas temperature is within a predetermined range.
  • the exhaust gas temperature is the inflow gas temperature detected by the upstream temperature sensor 22 or the outflow gas temperature detected by the downstream temperature sensor 23.
  • the predetermined range is set to a temperature range (for example, 250 to 400 ° C.) in which NO X can be stored by the NO X storage catalyst 21.
  • step 101 If it is determined in step 101 that the exhaust gas temperature is outside the predetermined range, it is determined that the NO X storage catalyst 21 cannot store NO X, and the routine proceeds to step 109, where the engine 11 is operated in the stoichiometric mode. To do. In the stoichiometric mode, the fuel injection amount and the intake air amount are controlled so that the air-fuel ratio of the air-fuel mixture becomes the stoichiometric air-fuel ratio.
  • step 101 determines whether the exhaust gas temperature is within the predetermined range. If it is determined in step 101 that the exhaust gas temperature is within the predetermined range, it is determined that the NO X storage catalyst 21 can store NO X, and the routine proceeds to step 102 where the engine 11 is turned on. Drive in lean mode. In the lean mode, the fuel injection amount and the intake air amount are controlled so that the air-fuel ratio of the air-fuel mixture becomes leaner than the stoichiometric air-fuel ratio.
  • step 103 the inflow gas temperature detected by the upstream temperature sensor 22 and the outflow gas temperature detected by the downstream temperature sensor 23 are read. Thereafter, the process proceeds to step 104, and the difference between the outflow gas temperature and the inflow gas temperature is calculated as the catalyst temperature increase amount.
  • Catalyst temperature increase amount outflow gas temperature ⁇ inflow gas temperature
  • the process proceeds to step 105 to determine whether the catalyst temperature increase amount has reached the maximum value (that is, the peak value), for example, a differential value of the catalyst temperature increase amount, etc. Determine based on.
  • step 105 If it is determined in step 105 that the catalyst temperature increase amount has not reached the maximum value (that is, the catalyst heat generation amount has not reached the maximum value), the process returns to step 103 to obtain the catalyst temperature increase amount. repeat.
  • step 105 when it is determined in step 105 that the catalyst temperature increase amount has reached the maximum value (that is, the catalyst heat generation amount has reached the maximum value), the upstream portion 21a of the NO X storage catalyst 21 is in a state immediately before saturation. If it is determined that the operation has been completed, the routine proceeds to step 106, where a rich purge is performed. This rich purge is reduced and purified by releasing NO X which is stored in the NO X storing catalyst 21 and the air-fuel ratio of the exhaust gas rich.
  • step 107 it is determined whether the outflow gas air-fuel ratio detected by the air-fuel ratio sensor 24 is richer than the stoichiometric air-fuel ratio, and when the outflow gas air-fuel ratio is determined to be richer than the stoichiometric air-fuel ratio.
  • step 108 the rich purge is finished.
  • the difference between the outflow gas temperature detected by the downstream temperature sensor 23 and the inflow gas temperature detected by the upstream temperature sensor 22 is calculated as the catalyst temperature increase amount, and this catalyst temperature increase amount is the maximum. It is determined whether or not the heat generation amount of the catalyst has reached the maximum value depending on whether or not the value has been reached. Then, when it is determined that the catalyst temperature increase amount has reached the maximum value (that is, the catalyst heat generation amount has reached the maximum value), it is determined that the upstream portion 21a of the NO X storage catalyst 21 has just entered saturation. As a result, the state immediately before saturation of the upstream portion 21a of the NO x storage catalyst 21 can be determined with high accuracy, and the execution timing of the rich purge can be accurately grasped.
  • the deterioration state of the NO x storage catalyst 21 can be grasped by detecting the maximum value of the catalyst temperature increase amount (that is, the maximum value of the catalyst heat generation amount).
  • the maximum value of the catalyst temperature increase amount that is, the maximum value of the catalyst heat generation amount.
  • the downstream temperature sensor 23 is located upstream of the most downstream portion in the exhaust gas flow direction of the NO x storage catalyst 21 (that is, between the upstream portion 21a and the downstream portion 21b). Has been placed. In this way, when the upstream portion 21a of the NO X storage catalyst 21 based on the output of the downstream temperature sensor 23 is determined to become saturated state just before, NO X is not completely occluded to the upstream side portion 21a Even if it starts to increase, the NO x can be occluded in the downstream portion 21b.
  • the NO x storage catalyst 21 is divided into an upstream portion 21a and a downstream portion 21b, and a downstream temperature sensor 23 is disposed between the upstream portion 21a and the downstream portion 21b.
  • a gap 31 is provided for this purpose.
  • the downstream temperature sensor 23 can be easily disposed at an intermediate position of the NO x storage catalyst 21 (that is, upstream from the most downstream portion).
  • the rich purge is performed when it is determined that the upstream portion 21a of the NO x storage catalyst 21 is in a state immediately before saturation. In this way, the rich purge is performed immediately before the NO X storage catalyst 21 becomes saturated (the NO X storage amount is saturated) and the NO X emission amount increases, and the NO X storage catalyst 21 The occlusion ability can be restored. Thus, while improving the NO X emissions reduced by exhaust emission and it is possible to save fuel by preventing the carrying out rich purge than necessary.
  • the upstream portion 21a of the NO X storage catalyst 21 is in a state immediately before saturation, and rich purge is performed.
  • the present invention is not limited to this, and, for example, when the catalyst temperature increase amount exceeds a threshold value (for example, the previous maximum value ⁇ 0.9) lower than the maximum value before reaching the maximum value, the NO X storage catalyst 21. It may be determined that the upstream portion 21a is in a state immediately before saturation, and rich purge may be performed. Thus, it is possible to slightly accelerate the implementation period of the rich purge, increase the NO X emission reduction effect.
  • a threshold value for example, the previous maximum value ⁇ 0.9
  • the upstream portion 21a of the NO X storage catalyst 21 is in a state immediately before saturation.
  • the rich purge may be performed by determining that the above has occurred. In this way, it is possible to enhance the fuel consumption saving effect by slightly delaying the execution time of the rich purge.
  • Example 2 will be described with reference to FIG. However, description of substantially the same parts as those in the first embodiment will be omitted or simplified, and different parts from the first embodiment will be mainly described.
  • the temperature sensor 23 is disposed on the downstream side of the upstream portion 21a of the NO x storage catalyst 21 (that is, the position corresponding to the gap 31).
  • the sensor 22 (see FIG. 1) is omitted.
  • the air-fuel ratio sensor 24 (see FIG. 1) and the NO x sensor 25 (see FIG. 1) are also omitted, and instead, the exhaust gas is discharged downstream of the NO x storage catalyst 21 (that is, downstream of the downstream portion 21b).
  • An air-fuel ratio sensor 32 that detects the air-fuel ratio of the gas is disposed. Air-fuel ratio sensor 32 also functions to detect the concentration of NO X emissions.
  • the amount of heat generated by the catalyst (that is, the amount of heat generated by the storage reaction of the upstream portion 21a of the NO X storage catalyst 21) is maximized depending on whether or not the outflow gas temperature detected by the temperature sensor 23 has reached the maximum value. Determine if the value has been reached. Then, when it is determined that the outflow gas temperature has reached the maximum value (that is, the amount of heat generated by the catalyst has reached the maximum value), it is determined that the upstream portion 21a of the NO X storage catalyst 21 is in a state immediately before saturation, Perform a rich purge.
  • the configuration of the first embodiment since the upstream-side temperature sensor 22 and the air-fuel ratio sensor 24 and the NO X sensor 25 is omitted, is possible to further lower the cost of the exhaust gas purification system it can.
  • the present invention is not limited to this.
  • the effluent gas temperature exceeds a threshold value lower than the maximum value (for example, the previous maximum value ⁇ 0.9) before reaching the maximum value
  • the NO X storage catalyst 21 has a lower limit.
  • the rich purge may be performed by determining that the upstream portion 21a is in a state immediately before saturation.
  • the upstream portion 21a of the NO X storage catalyst 21 is brought into a state immediately before saturation. It may be determined that a rich purge is performed.
  • Example 3 will be described with reference to FIG. However, description of substantially the same parts as those in the second embodiment will be omitted or simplified, and different parts from the second embodiment will be mainly described.
  • a hole 33 for arranging the temperature sensor 23 is provided on the upstream side of the most downstream portion in the exhaust gas flow direction in the NO X storage catalyst 21.
  • the temperature sensor 23 is disposed at a position corresponding to the hole 33. Even in this case, the temperature sensor 23 can be easily arranged at an intermediate position of the NO x storage catalyst 21 (that is, upstream from the most downstream portion).
  • the temperature sensor 23 is disposed at the intermediate position of the NO X storage catalyst 21 (that is, upstream from the most downstream portion).
  • the present invention is not limited to this, and the NO X storage catalyst 21
  • the temperature sensor 23 may be disposed on the downstream side.
  • the NO X storage catalyst 21 may be configured not to be divided into the upstream portion 21a and the downstream portion 21b (that is, a configuration in which the gap 31 is not provided).
  • the temperature sensor for detecting the temperature of the exhaust gas is not limited to this,
  • a temperature sensor that detects the temperature of the NO x storage catalyst 21 may be provided.
  • the system including the NO X storage catalyst 21 that stores NO X in the exhaust gas has been described.
  • the present invention is not limited to this, and the predetermined components other than NO X in the exhaust gas are described.
  • the present disclosure may be applied to a system including an occlusion catalyst that occludes.
  • some or all of the functions executed by the ECU 30 may be configured by hardware using one or a plurality of ICs.
  • the present disclosure is not limited to the in-cylinder injection type engine as shown in FIG. 1, but includes a dual intake port injection type engine and a fuel injection valve for intake port injection and a fuel injection valve for in-cylinder injection. It can also be applied to an injection engine.

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

Abstract

La présente invention concerne un dispositif de purification de gaz d'échappement destiné à un moteur à combustion interne (11) et équipé d'un catalyseur de stockage (21), d'un capteur (23) et d'une unité de détermination (30). Le catalyseur de stockage (21) stocke des composants prédéterminés du gaz d'échappement par l'intermédiaire d'une réaction de stockage où les composants prédéterminés réagissent avec un matériau de stockage. Le capteur (23) détecte des informations qui changent en réponse à l'état de la réaction de stockage. L'unité de détermination (30) détermine un état précédant immédiatement la saturation sur la base de la sortie du capteur (23). L'état précédant immédiatement la saturation est un état dans lequel la quantité de stockage du catalyseur de stockage (21) est proche de la saturation et dans lequel la réaction de stockage est en déclin.
PCT/JP2016/001908 2015-05-07 2016-04-05 Dispositif de purification des gaz d'échappement d'un moteur à combustion interne WO2016178299A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112016002077.5T DE112016002077T5 (de) 2015-05-07 2016-04-05 Abgasreinigungsvorrichtung für eine Maschine mit interner Verbrennung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-094787 2015-05-07
JP2015094787A JP6292165B2 (ja) 2015-05-07 2015-05-07 内燃機関の排気浄化装置

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006161815A (ja) * 2004-12-06 2006-06-22 Robert Bosch Gmbh 内燃機関排気内のＮＯｘ吸蔵触媒の再生開始方法および制御装置
WO2008066197A1 (fr) * 2006-12-01 2008-06-05 Toyota Jidosha Kabushiki Kaisha Appareil de purification de gaz d'échappement
JP2014031779A (ja) * 2012-08-06 2014-02-20 Denso Corp 触媒の劣化診断装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2006161815A (ja) * 2004-12-06 2006-06-22 Robert Bosch Gmbh 内燃機関排気内のＮＯｘ吸蔵触媒の再生開始方法および制御装置
WO2008066197A1 (fr) * 2006-12-01 2008-06-05 Toyota Jidosha Kabushiki Kaisha Appareil de purification de gaz d'échappement
JP2014031779A (ja) * 2012-08-06 2014-02-20 Denso Corp 触媒の劣化診断装置

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