WO2022172804A1 - 通電加熱式排ガス浄化触媒システムおよび排ガス浄化方法 - Google Patents
通電加熱式排ガス浄化触媒システムおよび排ガス浄化方法 Download PDFInfo
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- WO2022172804A1 WO2022172804A1 PCT/JP2022/003731 JP2022003731W WO2022172804A1 WO 2022172804 A1 WO2022172804 A1 WO 2022172804A1 JP 2022003731 W JP2022003731 W JP 2022003731W WO 2022172804 A1 WO2022172804 A1 WO 2022172804A1
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- temperature
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- catalyst
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- electrodes
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Definitions
- the present invention relates to an electrically heated exhaust gas purification catalyst system provided in an exhaust system of an internal combustion engine of a vehicle.
- the present invention also relates to an exhaust gas purification method performed by such an electrically heated exhaust gas purification catalyst system.
- the present invention also relates to a control program for an electrically heated exhaust gas purification catalyst system.
- a so-called three-way catalyst As an exhaust gas purification catalyst for removing harmful components such as hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides (NO x ) from exhaust gas emitted from internal combustion engines such as vehicle engines by oxidation or reduction reactions. , a so-called three-way catalyst (TWC) is used.
- a three-way catalyst for example, a porous carrier made of an inorganic oxide such as alumina (Al 2 O 3 ) or zirconia (ZrO 2 ) is coated with a metal that functions as an oxidation catalyst and/or a reduction catalyst (hereinafter referred to as “catalyst metal”).
- Pd palladium
- Rh rhodium
- a three-way catalyst in which Pd as an oxidation catalyst and Rh as a reduction catalyst are supported on a porous carrier is widely used.
- Such a three-way catalyst exhibits high catalytic activity under predetermined high-temperature conditions. Therefore, when the exhaust system is still cold, such as when the engine is started, the activity of the three-way catalyst provided in the exhaust system is low compared to when the engine is running continuously for a long period of time. Therefore, there is a demand for a technique for effectively purifying the exhaust gas even under such circumstances.
- hybrid vehicles and so-called eco-cars equipped with an idling stop mechanism and/or a fuel cut mechanism have become widespread. In these vehicles, the engine stops frequently even during operation, and the exhaust system is likely to be in a cold state even after the engine is started. There is a demand for a technology to purify with
- a catalyst device comprising a carrier such as a honeycomb carrier and a three-way catalyst supported on the carrier further comprises a pair of electrodes, and power is supplied to the pair of electrodes to generate catalyst metal.
- a so-called electroheating type also referred to as an electric heating type
- exhaust gas purifying catalyst device also called an EHC, which is configured to heat
- EHCs include those in which an electric heater is attached to a catalyst device, and those in which a catalyst is supported on a conductive carrier and the carrier is energized to heat it.
- Patent Literature 1 describes an EHC incorporating an electric heater for raising the temperature of a catalyst metal.
- Patent Literature 2 describes an EHC in which a carrier that supports catalyst components of a NOx storage reduction catalyst is made of a material that generates Joule heat when energized.
- EHC is used while heating the catalyst metal
- it is often used in a relatively low temperature range compared to a normal exhaust gas purifying catalytic device.
- this tendency is high when it is installed in a hybrid vehicle or a vehicle having a fuel cut mechanism. Therefore, in order to more effectively purify exhaust gas using an EHC, it is necessary to correctly grasp the temperature characteristics that affect the catalytic activity of the catalyst metal installed, and to control the temperature of the catalyst metal (heating) in accordance with the temperature characteristics. control) more precisely.
- the present invention was created for the purpose of improving the temperature control of the three-way catalyst in such an EHC. provide a way.
- a control program for implementing the exhaust gas purification method is also provided.
- the NOx purification performance decreases up to the range of 500 to 550°C. Then, when the exhaust gas temperature rises beyond the range of 500 to 550° C., the NOx purification performance also rises.
- the inventors of the present invention have come up with the present invention in view of the above-described deterioration characteristics of the NOx purification performance of the three-way catalyst in the temperature range of approximately 450°C to 550°C.
- an electrically heated exhaust gas purifying catalyst device that is installed in hybrid vehicles such as HVs and PHEVs that frequently emit relatively low-temperature exhaust gas from an internal combustion engine to an exhaust system, and other so-called eco-cars.
- hybrid vehicles such as HVs and PHEVs that frequently emit relatively low-temperature exhaust gas from an internal combustion engine to an exhaust system, and other so-called eco-cars.
- the time during which the exhaust gas purification process is performed in the temperature range of approximately 450°C to 550°C where the NOx purification performance of the three-way catalyst is relatively low hereinafter referred to as the “NOx purification lower temperature range”
- the catalyst system for purifying exhaust gas disclosed here is an electrically heated exhaust gas purifying catalyst system for purifying exhaust gas discharged from an internal combustion engine.
- An electrically heated catalyst device arranged in an exhaust pipe of an internal combustion engine for purifying exhaust gas discharged from the internal combustion engine, comprising an outer cylinder connected to the exhaust pipe, a pair of electrodes, and introduced into the outer cylinder. a catalyst bed that can be contacted by the discharged exhaust gas and that includes a catalyst bed containing at least one kind of catalytic metal that functions as a three-way catalyst; an electrically heated catalyst device comprising a heat generating element capable of a control device for controlling energization of the pair of electrodes; It has
- the control device of the electrically heated exhaust gas purifying catalyst system disclosed herein performs the following energization controls (1) to (4) based on the temperature information of the catalyst bed input from the temperature detection unit: (1) energizing the pair of electrodes when the temperature of the catalyst bed is equal to or lower than a first threshold temperature T1 set within a range of 350 ⁇ 25° C.; (2) When the temperature of the catalyst bed exceeds the first threshold temperature T1 and is equal to or lower than a second threshold temperature T2 set within a range of 450 ⁇ 25° C., the pair of electrodes is not energized; (3) energizing the pair of electrodes when the temperature of the catalyst bed exceeds the second threshold temperature T2 and is equal to or lower than a third threshold temperature T3 set at 550° C. or higher; (4) deenergizing the pair of electrodes when the temperature of the catalyst bed exceeds the third threshold temperature T3; is configured to do
- the present invention provides a method of purifying exhaust gas employing the system disclosed herein. That is, the method for purifying exhaust gas disclosed herein is a method for purifying exhaust gas discharged from the internal combustion engine by means of the electroheating catalyst device having the above-described configuration arranged in the exhaust pipe of the internal combustion engine. Then, it includes performing the energization control (1) to (4) based on the temperature information of the catalyst bed obtained from the temperature detection unit.
- the energization control of the above (1) to (4) is performed based on the information on the temperature of the catalyst bed from the temperature detection unit provided in the catalyst device. be able to. Specifically, when the present system is in operation and the temperature of the catalyst bed is T1 or lower, the pair of electrodes are energized to heat the catalyst bed, thereby heating the catalyst metal. However, when the temperature of the catalyst bed exceeds T1 and is equal to or lower than T2, the pair of electrodes is not energized unlike the prior art.
- exhaust gas can be purified while effectively avoiding the lower temperature range for NOx purification.
- the control device performs the following control when performing the energization control of (3) above: (3-1) in the internal combustion engine In the mode in which combustion gas is not generated, the pair of electrodes is not energized.
- the energization control of (3) further includes the control (3-1). According to the electrically heated exhaust gas purifying catalyst system and the exhaust gas purifying method having such a configuration, wasteful energization can be avoided in a state where no exhaust gas to be purified is generated, and energy saving can be realized.
- Preferred examples of modes in which combustion gas is not generated in such an internal combustion engine include idling stop and fuel cut. Since combustion gas is not generated in the internal combustion engine during such a so-called eco mode operation, it is desirable not to uselessly energize the pair of electrodes.
- the catalyst bed contains at least rhodium (Rh) as a catalytic metal. Since the energization control disclosed herein is highly effective for reducing NOx by the energization heating type exhaust gas purifying catalyst device, it is preferable to include rhodium as the three-way catalyst. Further, the electrically heated exhaust gas purification catalyst system and exhaust gas purification method disclosed herein are particularly suitable for purification of exhaust gas in a relatively low temperature range generated from gasoline engines or diesel engines for vehicles.
- the present invention also provides a control program for executing any one of the exhaust gas purification methods disclosed herein.
- the present invention also provides a non-temporary computer-readable recording medium storing a control program for executing any of the exhaust gas purification methods disclosed herein.
- the control program disclosed here can be understood as a program for executing the energization control of the above (1) to (4) for the control device of the electrically heated exhaust gas purification catalyst system disclosed here.
- FIG. 1 is a diagram schematically showing the configuration of an electrically heated exhaust gas purification catalyst system according to one embodiment.
- FIG. 2 is a perspective view schematically showing an electrically heating type catalyst device according to one embodiment.
- FIG. 3 is a cross-sectional view schematically showing an electrically heating type catalyst device according to another embodiment.
- FIG. 4 is a graph showing the relationship between the NOx purification performance of the three-way catalyst and the temperature of the exhaust gas supplied to the catalyst bed.
- FIG. 5 is a flowchart showing energization control processing (main routine) according to one embodiment.
- FIG. 6 is a flowchart showing an eco-mode energization control process (subroutine) that can be included in the energization control process according to one embodiment.
- FIG. 7 is a flowchart showing another eco-mode energization control process (subroutine) that can be included in the energization control process according to one embodiment.
- FIG. 8 is a functional block diagram of a control
- FIG. 1 shows a rough configuration of a preferred embodiment of the electrically heated exhaust gas purification catalyst system 10 disclosed herein.
- An electrically heated exhaust gas purification catalyst system 10 is a system that is incorporated in a vehicle such as an automobile, and includes an electrically heated catalyst device (EHC) 20 and a control device (ECU) 12 .
- the electrically heated catalytic device 20 is connected to a part of an exhaust pipe 2 that is an exhaust system connected to an internal combustion engine (here, a gasoline engine for automobiles) 1 .
- the internal combustion engine 1 is a gasoline engine in this embodiment, it may be a diesel engine in other embodiments.
- Such an electrically heated catalyst device 20 includes an outer cylinder 22 connected to the exhaust pipe 2 so as to constitute a part of the exhaust system, a catalyst portion 30 and a temperature detection portion 28 provided inside the outer cylinder 22, and an outer cylinder 22.
- a pair of (positive and negative) electrodes 24 are provided on a part of the cylinder 22 and connected to a base material 26 that constitutes a heating element installed inside the outer cylinder 22 .
- the outer cylinder 22 is made of a material having excellent heat resistance, durability, workability, and the like. Examples of such materials include metal materials (conductive materials) such as stainless steel, ceramic materials, and the like.
- the outer cylinder 22 may be made of the same material as the exhaust pipe 2 .
- the outer cylinder 22 may have a so-called cylindrical shape in which an internal space is formed.
- the configuration of the temperature detection unit 28 is not particularly limited as long as it can measure the temperature of the exhaust gas that has flowed out of the catalyst unit 30 (exhaust gas immediately after passing through the catalyst bed).
- a temperature sensor consisting of a thermocouple can be employed as the temperature detection section 28 .
- the catalyst unit 30 of the electrically heated catalyst device (EHC) 20 may have the structure shown in FIG. Specifically, as shown in FIG. 2, a cylindrical substrate 26 having a honeycomb structure inside and a pair of substrates 26 formed on the outer peripheral surface of the substrate 26 so as to face each other with the substrate 26 interposed therebetween. and an electrode layer 25 and an electrode (terminal) 24 .
- the electrode layer 25 has a function of diffusing current on the surface of the substrate 26 so that the heating element (here, the substrate 26) can efficiently generate heat.
- the outer shape and size of the electrode layer 25 can be appropriately set.
- the base material 26 is made of a material that functions as a heating element capable of generating heat by Joule heat when the pair of electrodes 24 is energized.
- a material that functions as a heating element capable of generating heat by Joule heat when the pair of electrodes 24 is energized is made of a non-metallic material or a metallic material that can generate heat when energized.
- Preferable non-metallic heating elements include porous bodies having a regular cell structure (for example, a monolithic body having a honeycomb structure) made of silicon carbide, molybdenum disilicide, etc., which are doped with impurities (nitrogen element (N), etc.) and made conductive. ).
- a metal porous body (typically, a honeycomb structure) made of Ni--Cr-based, Fe--Cr--Al-based metal, or the like can be used.
- the base material 26 By configuring the base material 26 with a member that functions as a heating element capable of generating heat by Joule heat generated when the pair of electrodes 24 is energized, there is no need to provide a separate heating element. It is not necessary to secure a space for installing a separate heating element, and the catalyst bed can be installed more efficiently.
- the electrically heated catalyst device (EHC) 40 shown in FIG. is located adjacent to the upstream side of the As a result, the temperature of the catalyst bed can be raised by generating heat from the ring heater (heating element) 46 inside the outer cylinder 22 .
- the substrate 26 is a honeycomb structure having a plurality of cells 32 with open ends on both the exhaust gas inflow side and the exhaust gas outflow side, and partition walls 34 partitioning adjacent cells 32.
- the shape of the cells 32 is not particularly limited, and is not limited to quadrangular shapes such as squares and rectangles.
- the base material 26 is not limited to the regular honeycomb structure composed of the cells 32 and the partition walls 34 as described above. It may be a sponge-like porous body.
- the substrate 26 is not limited to a so-called straight flow type in which the exhaust gas introduced into the cell 32 from the inlet side passes through the cell 32 as it is and is discharged from the outlet side.
- the exhaust gas introduced from a cell that is open only on the inlet side passes through a porous partition wall, moves to an adjacent cell that is open only on the outlet side, and is discharged from the outlet side of the cell 32.
- It may be a substrate.
- a catalyst bed (not shown) is formed in the cell 32 , specifically, on the surface and/or in the wall of the partition wall 34 .
- the catalyst bed (also referred to as catalyst layer) may be formed in a conventional catalyst apparatus of this type and does not require any special construction. That is, the catalyst bed provided in the catalyst unit 30 according to the present embodiment includes at least catalytic metal particles that function as a three-way catalyst and a carrier that supports the metal particles.
- catalytic metals examples include metals belonging to platinum group elements such as palladium (Pd), rhodium (Rh), platinum (Pt), and other metals that function as oxidation or reduction catalysts.
- Pd and Pt are excellent in purification performance (oxidation purification performance) of carbon monoxide and hydrocarbons, and Rh is excellent in purification performance (reduction purification performance) of NOx.
- metals such as alkali metals, alkaline earth metals and transition metals may be used in combination.
- the average particle size of the catalyst metal based on electron microscope observation is preferably 0.5 nm or more and 50 nm or less, more preferably 1 nm or more and 20 nm or less, but is not particularly limited.
- the carrier that supports the catalyst metal to constitute the catalyst bed is not particularly limited as long as it can support the catalyst metal particles, and conventionally known carriers can be used.
- Inorganic materials such as ceria (CeO 2 ) and composite oxides containing ceria (for example, ceria-zirconia composite oxides (CZ or ZC composite oxides)) oxides such as alumina (Al 2 O 3 ), titania (TiO 2 ), zirconia (ZrO 2 ), silica (SiO 2 ); and the like. These can be used individually by 1 type or in combination of 2 or more types.
- a support containing an OSC material is more preferable because the OSC material can function as a co-catalyst for exhaust gas purification.
- the catalyst bed may further contain components other than the catalyst components and support (eg, binders, additives, etc.).
- the content of catalyst metal (three-way catalyst) in the catalyst bed is not particularly limited. For example, it can be from 0.01% to 10% by weight, preferably from 0.1% to 5% by weight, based on the total weight of the support contained in the catalyst bed.
- the catalyst bed may have a simple single-layer structure, or may have a multi-layer structure comprising two or more layers with mutually different types and blending ratios of catalyst metals. Since the electrically heated exhaust gas purifying catalyst system 10 disclosed herein can improve the NOx purification performance particularly in a low temperature range, when the catalyst bed (catalyst layer) has a multi-layer structure, the metal species contained in each layer may be the same or different.
- the thickness and length of the catalyst bed may be appropriately determined according to the size of the cells 32 of the substrate 26, the flow rate of the exhaust gas supplied to the electrically heated catalyst device 20, and the like. For example, the thickness of the catalyst bed can be from 1 ⁇ m to 500 ⁇ m.
- the control device 12 is a device that is handled by a computer that constitutes an ECU (engine control unit; also called an electronic control unit) for variously controlling the operating state of the internal combustion engine 1 .
- the configuration of the ECU itself may be similar to that employed in conventional automobiles.
- the ECU includes an interface (I / F), a central processing unit (CPU) that executes instructions of the control program, a ROM (read only memory) that stores the control program executed by the CPU, It is a microcomputer comprising a RAM (random access memory) used as a working area for developing programs, and a storage unit such as a memory for storing programs and various data.
- a program for controlling energization to the pair of electrodes 24 disclosed here is installed in the ECU in advance in the control device 12 .
- the controller 12 is electrically connected to the temperature sensing unit 28 so as to obtain information about the temperature of the catalyst bed from the temperature sensing unit 28 .
- the control device 12 is also electrically connected to a power supply unit (not shown) (for example, an onboard battery or a power generator interlocking with an internal combustion engine), and based on the temperature information of the catalyst bed obtained from the temperature detection unit 28, , energization from the power supply unit to the pair of electrodes 24 can be controlled on/off.
- the on/off control itself may be the same as the on/off control of energization in the conventional EHC, and further detailed description will be omitted.
- the control device 12 starts this control by recognizing that the operation of the automobile has started and the internal combustion engine (gasoline engine of the vehicle) 1 has started to operate. Specifically, this control is started when it is determined that the internal combustion engine 1 is operating based on a signal input to the ECU from a crank position sensor separately provided in the internal combustion engine 1 . However, it may be started at a timing other than the above. For example, a hybrid vehicle called a so-called strong hybrid vehicle can run even when the engine is stopped by an onboard drive battery and a motor.
- the driver turns on the IG-ON (the main switch is turned on when driving starts).
- the energization control in the electrically heated exhaust gas purification catalyst system 10 according to the present embodiment may be started.
- the control device 12 first sets a first threshold temperature T1, a second threshold temperature T2, and a third threshold temperature T3 (step S1). At this time, T1 is set to any temperature within the range of 350 ⁇ 25° C., T2 is set to any temperature within the range of 450 ⁇ 25° C., and T3 is set to any temperature of 550° C. or higher.
- the controller 12 inputs temperature data from the temperature detector 28 at predetermined intervals during operation (typically, the internal combustion engine 1 is in operation) (step S2). Then, from the input temperature data (catalyst bed temperature information), it is determined whether or not the temperature Tx of the catalyst bed is equal to or lower than the first threshold temperature T1 (step S3). Here, when it is determined that the catalyst bed temperature Tx is equal to or lower than the first threshold temperature T1, the pair of electrodes 24 is energized (step S4). Then, the process returns to step S1.
- step S3 determines whether or not there is (step S5).
- step S6 determines whether or not there is.
- step S5 If it is determined in step S5 that the temperature Tx of the catalyst bed is not equal to or lower than the second threshold temperature T2, that is, is higher than T2, then the next step is to check whether the temperature Tx of the catalyst bed is equal to or lower than the third threshold temperature T3. It is determined whether or not (step S7).
- step S7 when it is determined that the catalyst bed temperature Tx is equal to or lower than the third threshold temperature T3 (that is, T2 ⁇ Tx ⁇ T3), the pair of electrodes 24 is energized (step S8). Then, the process returns to step S1. At this time, if the operation of the internal combustion engine 1 is in a predetermined eco mode, there is an option to execute another subroutine process, which will be described later.
- step S7 If it is determined in step S7 that the temperature Tx of the catalyst bed is not equal to or lower than the third threshold temperature T3, that is, exceeds T3, the temperature of the catalyst bed is sufficiently heated. Not energized (step S9). Then, the process returns to step S1.
- exhaust gas in a relatively low temperature range is generated like an engine in a hybrid vehicle or a vehicle called an eco-car with a so-called eco mode. Purification of the exhaust gas from the internal combustion engine 1, which is frequently performed, can be efficiently performed while effectively avoiding the NOx purification lowering temperature range described above.
- a subroutine is set for the case where both the idling stop mechanism and the fuel cut mechanism are provided as modes in which combustion gas is not generated in the internal combustion engine 1 .
- a subroutine is set for the case where both the idling stop mechanism and the fuel cut mechanism are provided as modes in which combustion gas is not generated in the internal combustion engine 1 .
- the type of eco-car for example, a mild hybrid car with a smaller motor and a smaller drive battery capacity than a strong hybrid car, or a pure engine car specification
- only either the idling stop mechanism or the fuel cut mechanism You can set subroutine processing with .
- step S8 is followed by the eco mode.
- An energization control processing (subroutine) program is started. Specifically, the operating mode of the internal combustion engine 1 controlled by the ECU at that time is determined. First, it is determined whether or not the current operation mode is the idling stop operation (step S11).
- step S12 when it is determined that the operation mode is in the idling stop operation, in order to avoid wasteful power consumption, the pair of electrodes 24 is cut off (step S12).
- step S11 if it is determined in step S11 that the idling cut is not in operation, it is next determined whether or not the current operation mode is in the fuel cut operation (step S13). Even when it is determined that the operating mode is in the fuel cut operation, the supply of electricity to the pair of electrodes 24 is also cut off in order to avoid wasteful power consumption (step S12).
- step S13 the eco mode energization control process (subroutine) is terminated without cutting the energization to the pair of electrodes 24 .
- the subroutine processing may be set in consideration of the temporary operation stop of the internal combustion engine 1 in a predetermined manner as shown in FIG. good.
- a mode in which the engine is temporarily stopped may occur frequently during driving. It is preferable to incorporate the processing into the system.
- step S8 when it is determined in step S7 (see FIG. 5) that the temperature Tx of the catalyst bed is equal to or lower than the third threshold temperature T3 (that is, T2 ⁇ Tx ⁇ T3), this aspect follows step S8.
- eco mode energization control processing (subroutine) program is started. Specifically, the operating mode of the internal combustion engine 1 controlled by the ECU at that time is determined. That is, it is determined whether or not the current operation mode is engine stop (step S21). Here, when it is determined that the operation mode is during engine stop, the energization to the pair of electrodes 24 is cut (step S22). On the other hand, if it is determined in step S21 that the engine is not stopped (that is, the engine is operating), the power supply to the pair of electrodes 24 is not cut, and the eco mode power supply control process (subroutine) ends.
- FIG. 8 is a functional block diagram of the control device 12 according to one embodiment.
- the controller 12 is communicably connected to the pair of electrodes 24 and the temperature detector 28 provided in the electrically heated catalyst device 40, and is configured to be able to control them.
- the control device 12 includes a temperature setting unit 12a, a temperature input unit 12b, a first temperature determination unit 12c, a second temperature determination unit 12d, a third temperature determination unit 12e, a first power supply control unit 12f, a mode A determination unit 12g and a second energization control unit 12h are provided.
- Each unit of the control device 12 is configured to be able to communicate with each other.
- the functions of each part of the control device 12 are implemented by, for example, processors and/or circuits.
- the temperature setting unit 12a, the temperature input unit 12b, the first temperature determination unit 12c, the second temperature determination unit 12d, the third temperature determination unit 12e, and the first power supply control unit 12f are included in the main routine ( (see FIG. 5).
- the temperature setting unit 12a is a control unit that sets a first threshold temperature T1, a second threshold temperature T2, and a third threshold temperature T3.
- the temperature setting unit 12a is configured to perform the operation of step S1 (see FIG. 5).
- the temperature input unit 12 b is a control unit that acquires information on the temperature Tx of the catalyst bed from the temperature detection unit 28 .
- the temperature input unit 12b is configured to perform the operation of step S2 (see FIG. 5).
- the first temperature determination unit 12c compares the information about the temperature Tx of the catalyst bed obtained from the temperature detection unit 28 with the first threshold temperature T1 set by the temperature setting unit 12a, and determines the magnitude relationship. is.
- the temperature determination unit 12c is configured to perform the operation of step S3 (see FIG. 5).
- the second temperature determination unit 12d compares the information about the temperature Tx of the catalyst bed obtained from the temperature detection unit 28 with the second threshold temperature T2 set by the temperature setting unit 12a, and determines the magnitude relationship. is.
- the temperature determination unit 12c is configured to perform the operation of step S5 (see FIG. 5).
- the third temperature determination unit 12e is a control unit that compares the information about the temperature Tx of the catalyst bed obtained from the temperature detection unit 28 with the third threshold temperature T3 set by the temperature setting unit 12a, and determines the magnitude relationship. be.
- the temperature determination unit 12c is configured to perform the operation of step S7 (see FIG. 5).
- the first power supply control unit 12f turns on/off the power supply to the pair of electrodes 24, respectively. This is a control unit that performs off control.
- the first energization control unit 12f is configured to perform operations of steps S4, S6, S8, and S9 (see FIG. 5).
- the mode determination unit 12g and the second energization control unit 12h are control units that perform the above-described subroutine (see FIG. 6).
- the mode determination unit 12g is a control unit that determines the operation mode of the internal combustion engine 1.
- FIG. The mode determination unit 12g is configured to execute the operations of steps S11 and S13 (see FIG. 6).
- the second energization control section 12h is a control section that performs ON/OFF control of energization to the pair of electrodes 24 based on the result obtained by the mode determination section 12g.
- the second energization control unit 12h is configured to perform the operation of step S12 (see FIG. 6).
- each unit of the control device 12 may be realized by, for example, a computer program.
- This computer program may be read from a non-temporary recording medium, or may be downloaded via the Internet or the like.
- a program for causing a computer to execute the exhaust gas purification method described above is also one aspect of the invention disclosed herein.
- a computer-readable recording medium in which the operation of each part of the control device 12 is written is also one form of the invention disclosed herein.
- non-temporary recording media include semiconductor recording media such as ROMs and nonvolatile memory cards; optical recording media such as DVDs, MDs and CDs; magnetic recording media such as magnetic tapes;
- each threshold temperature need not always be constant, and can be changed as appropriate while the main routine processing is repeated.
- the rate of increase in the temperature of the catalyst bed and the frequency of increase and decrease in the temperature of the catalyst bed differ depending on the manner in which the driver drives.
- the first threshold temperature T1 and the second threshold temperature T2 may be appropriately varied so as to reduce the time period belonging to the lower purification temperature range.
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Abstract
Description
なお、本出願は、2021年2月10日に出願された日本国特許出願2021-019606号に基づく優先権を主張しており、その出願の全内容は本明細書中に参照として組み入れられている。
特に近年、ハイブリッド車両や、アイドリングストップ機構および/またはフューエルカット機構を備える、いわゆるエコカーが普及している。これらの車両では、運転中も頻繁にエンジンが停止することとなり、エンジン始動時のような排気系統のコールド状態が運転開始後も生じやすく、そのような状況下でも排ガスを効果的に三元触媒で浄化する技術が求められている。
したがって、より効果的にEHCを使用して排ガス浄化を行うためには、装備される触媒金属の触媒活性に及ぼす温度特性を正しく把握し、その温度特性に対応して触媒金属の温度制御(加熱制御)をより緻密に行うことが重要である。
しかしながら、触媒金属のうち特に三元触媒の比較的低温域における温度特性を正確に把握してEHCの温度制御を効果的に行うには、なお改善の余地がある。
しかし、本発明者らは、三元触媒の排ガス浄化性能と触媒床の温度とのより詳細な関係、特に図4に示すような温度特性に注目した。図4のグラフの横軸は、触媒床に供給された排ガス温度(℃)であり、縦軸は、排ガス中の窒素酸化物(NOx)の浄化率を、排ガス温度400℃のときの浄化率を100としたときの相対値で示している。この図から明らかなように、触媒床に供給された排ガスの温度が450℃に至るまではNOx浄化性能も一貫して上昇していく。しかし、触媒床に供給される排ガス温度が450℃を超えると500~550℃の範囲に至るまでNOx浄化性能は逆に低下する。そして、排ガス温度が500~550℃の範囲を超えて上昇するとNOx浄化性能もまた上昇していく。
本発明者らは、上記の概ね450℃~550℃の温度範囲における三元触媒のNOx浄化性能の低下特性に鑑み、本発明を創出するに至った。
即ち、ここで開示される排ガス浄化のための触媒システムは、内燃機関から排出される排ガスの浄化を行う通電加熱式排ガス浄化触媒システムである。このシステムは、
内燃機関の排気管に配置されて上記内燃機関から排出される排ガスの浄化を行う通電加熱式触媒装置であって、上記排気管に接続される外筒、一対の電極、上記外筒内に導入された排ガスが接触可能な触媒床であって少なくとも一種の三元触媒として機能する触媒金属を含む触媒床を備える触媒部、上記一対の電極に通電させたときに発熱して上記触媒床を加熱可能な発熱体、および、上記触媒床の温度を検知可能な温度検知部、を備える通電加熱式触媒装置と、
上記一対の電極への通電を制御する制御装置と、
を備えている。
(1)上記触媒床の温度が350±25℃の範囲内で設定される第1閾値温度T1以下のときは上記一対の電極に通電する;
(2)上記触媒床の温度が上記第1閾値温度T1を上回り、且つ、450±25℃の範囲内で設定される第2閾値温度T2以下のときは上記一対の電極に通電しない;
(3)上記触媒床の温度が上記第2閾値温度T2を上回り、且つ、550℃以上で設定される第3閾値温度T3以下のときは上記一対の電極に通電する;
(4)上記触媒床の温度が上記第3閾値温度T3を上回るときは上記一対の電極に通電しない;
を行うように構成されている。
そして上記温度検知部から取得した触媒床の温度の情報に基づいて、上記の通電制御(1)~(4)を行うことを包含する。
具体的には、本システムが作動している場合において、触媒床の温度がT1以下のときは、一対の電極に通電して触媒床を加熱する状態とし、触媒金属の加熱を行う。しかし、触媒床の温度がT1を上回り、且つ、T2以下のときは、従来とは異なり、上記一対の電極に通電しない。これにより、例えば、内燃機関が十分に高温になっていない状態での排ガスを浄化する場合において、触媒床の温度がNOx浄化低下温度範囲に到達するのを抑制することができる。
一方、内燃機関の連続運転によって触媒床の温度が上昇傾向にある状態、具体的には、触媒床の温度がT2を上回ったときは、上記一対の電極に通電する。これにより、触媒床の温度がNOx浄化低下温度範囲を短時間で超えることを促進することができる。
そして、触媒床の温度が所定のT3を上回るときは、もはや通電加熱を行うことなくても充分な排ガス浄化を実現し得ると判断して、上記一対の電極への通電は行わない。
このように、ここで開示される通電加熱式排ガス浄化触媒システムおよび排ガス浄化方法によると、ハイブリッド車両やその他のエコカーにおけるエンジンのように、比較的低温域の排ガスが発生する頻度が高い内燃機関からの排ガスの浄化を、上記NOx浄化低下温度範囲を効果的に避けつつ行うことができる。
かかる構成の通電加熱式排ガス浄化触媒システムおよび排ガス浄化方法によると、浄化すべき排ガスが発生していない状態において無駄な通電が起こることを回避し、省エネを実現することができる。
このような所謂エコモード運転中は、内燃機関において燃焼ガスが発生しないため、上記一対の電極への無駄な通電は行わないことが望ましい。
ここで開示される上記通電制御は、通電加熱式排ガス浄化触媒装置によるNOxの還元処理に対して高い効果を奏するため、三元触媒としてロジウムを備えることが好ましい。
また、ここで開示される通電加熱式排ガス浄化触媒システムおよび排ガス浄化方法は、車両用のガソリンエンジンまたはディーゼルエンジンから発生する比較的低温域の排ガスの浄化に特に好適である。
本実施形態に係る通電加熱式排ガス浄化触媒システム10は、自動車等の車両に組み込まれるシステムであり、通電加熱式触媒装置(EHC)20と、制御装置(ECU)12と、を備えている。
図示されるように、通電加熱式触媒装置20は、内燃機関(ここでは、自動車用ガソリンエンジン)1に接続された排気系統である排気管2の一部に連結されている。なお、本実施形態において内燃機関1はガソリンエンジンであるが、他の実施形態においてディーゼルエンジンであってもよい。
かかる通電加熱式触媒装置20は、排気系統の一部を構成するように排気管2に接続される外筒22と、外筒22の内部に設けられる触媒部30および温度検知部28と、外筒22の一部に設けられるとともに外筒22の内部に設置された発熱体を構成する基材26に接続される一対(正負極)の電極24と、を備えている。
温度検知部28は、触媒部30から流出した排ガス(触媒床を通過した直後の排ガス)の温度が計測できるものであれば、特にその構成に制限はない。例えば、熱電対からなる温度センサを、温度検知部28として採用することができる。
好ましい非金属発熱体としては、不純物(窒素元素(N)等)をドープして通電可能とした炭化珪素、二珪化モリブデン等からなる規則的なセル構造の多孔質体(例えばハニカム構造のモノリス体)が挙げられる。また、好ましい金属発熱体としてはNi-Cr系、Fe-Cr-Al系などの金属からなるメタル多孔質体(典型的にはハニカム構造体)を用いることができる。基材26を、このような一対の電極24に通電した際のジュール熱で発熱可能な発熱体として機能する部材で構成することにより、別に発熱体を設ける必要が無いため、外筒22内部に別部材の発熱体を設けるスペースの確保が不要となり、触媒床のより効率的な設置を行うことができる。
基材26は、上述したようなセル32と隔壁34とからなる規則的なハニカム構造体に限られず、例えば、排ガスが細孔内をスムーズに流動する限りにおいて不規則な細孔が形成されたスポンジ状の多孔質体であってもよい。
なお、基材26は、入側からセル32内に導入された排ガスがそのままセル32を通って出側から排出される所謂ストレートフロータイプに限定されない。例えば、入側のみが開口したセルから導入された排ガスが多孔質な隔壁を通過して隣接する出側のみが開口したセルに移動してセル32の出側から排出される所謂ウォールスルータイプの基材であってもよい。
即ち、本実施形態に係る触媒部30に設けられる触媒床は、三元触媒として機能する触媒金属粒子と、当該金属粒子を担持する担体とを少なくとも備える。
制御装置12は、自動車の運転が開始され、内燃機関(車両のガソリンエンジン)1が作動を開始したことを認知することにより、この制御を開始する。具体的には、内燃機関1に別途設けられているクランクポジションセンサからECUに入力された信号に基づき、内燃機関1が稼働していることが判断されたときにこの制御が開始される。ただし、上記のタイミング以外で開始してもよい。例えば、いわゆるストロングハイブリッド車と呼ばれるハイブリッド車両は、駆動用車載バッテリーとモーターによってエンジンを停止した状態でも走行ができる。このため、このような車両の場合には、発車時のエンジンが始動しない運転モードにおいて予めEHCを暖めておくために、運転者のIG-ON(運転開始時のメインスイッチオン)を契機として、本実施形態に係る通電加熱式排ガス浄化触媒システム10における通電制御を開始してもよい。
このとき、内燃機関1の稼働に関して所定のエコモードである場合には別のサブルーチン処理を実行するオプションがあるが、かかるサブルーチン処理については後述する。
なお、本実施形態では、内燃機関1において燃焼ガスが発生しないモードとしてアイドリングストップ機構とフューエルカット機構の両方を備えている場合についてサブルーチンが設定されている。ただし、エコカーの種類(例えば、ストロングハイブリッド車よりもモーターが小さく駆動用バッテリーの容量も小さいマイルドハイブリッド車やピュアエンジン車のエコカー仕様)に応じて、アイドリングストップ機構とフューエルカット機構の何れか一方のみでサブルーチン処理を設定してもよい。
具体的には、その時点でのECUによりコントロールされている内燃機関1の運転モードが判定される。先ず、現在の運転モードがアイドリングストップ作動中であるか否かを判定する(ステップS11)。
一方、ステップS11でアイドリングカット作動中ではないと判定された場合は、次に、現在の運転モードがフューエルカット作動中であるか否かを判定する(ステップS13)。ここで運転モードがフューエルカット作動中であると判定されたときもやはり無駄な電力消費を避けるため、一対の電極24への通電をカットする(ステップS12)。一方、ステップS13でフューエルカット作動中ではないと判定された場合は、一対の電極24への通電カットは行うことなく、このエコモード通電制御処理(サブルーチン)を終了する。
具体的には、その時点でのECUによりコントロールされている内燃機関1の運転モードが判定される。即ち、現在の運転モードがエンジン停止中であるか否かを判定する(ステップS21)。ここで、運転モードがエンジン停止中であると判定されたときは、一対の電極24への通電をカットする(ステップS22)。一方、ステップS21でエンジン停止中ではない(即ち、エンジン作動中)と判定された場合は、一対の電極24への通電カットは行うことなく、エコモード通電制御処理(サブルーチン)を終了する。
2 排気管
10 通電加熱式排ガス浄化触媒システム
12 制御装置(ECU)
20,40 通電加熱式触媒装置(EHC)
22,42 外筒
24,44 電極
25 電極層
26 基材(発熱体)
28 温度検知部(熱電対)
30,50 触媒部
32 セル
34 隔壁
46 発熱体
51 基材
Claims (11)
- 内燃機関から排出される排ガスの浄化を行う通電加熱式排ガス浄化触媒システムであって、
内燃機関の排気管に配置されて前記内燃機関から排出される排ガスの浄化を行う通電加熱式触媒装置であって、
前記排気管に接続される外筒、
一対の電極、
前記外筒内に導入された排ガスが接触可能な触媒床であって少なくとも一種の三元触媒として機能する触媒金属を含む触媒床を備える触媒部、
前記一対の電極に通電させたときに発熱して前記触媒床を加熱可能な発熱体、および
前記触媒床の温度を検知可能な温度検知部、
を備える通電加熱式触媒装置と、
前記一対の電極への通電を制御する制御装置と、
を備えており、
前記制御装置は、前記温度検知部から入力した前記触媒床の温度の情報に基づいて以下の通電制御(1)~(4):
(1)前記触媒床の温度が350±25℃の範囲内で設定される第1閾値温度T1以下のときは前記一対の電極に通電する;
(2)前記触媒床の温度が前記第1閾値温度T1を上回り、且つ、450±25℃の範囲内で設定される第2閾値温度T2以下のときは前記一対の電極に通電しない;
(3)前記触媒床の温度が前記第2閾値温度T2を上回り、且つ、550℃以上で設定される第3閾値温度T3以下のときは前記一対の電極に通電する;
(4)前記触媒床の温度が前記第3閾値温度T3を上回るときは前記一対の電極に通電しない;
を行うように構成されている、通電加熱式排ガス浄化触媒システム。 - 前記制御装置は、前記(3)の通電制御を行う際に、さらに以下の制御:
(3-1)前記内燃機関において燃焼ガスが発生しないモードであるときは前記一対の電極に通電しない;
を行うように構成されている、請求項1に記載の通電加熱式排ガス浄化触媒システム。 - 前記内燃機関において燃焼ガスが発生しないモードは、アイドリングストップまたはフューエルカットである、請求項2に記載の通電加熱式排ガス浄化触媒システム。
- 前記触媒床は前記触媒金属として少なくともロジウム(Rh)を含む、請求項1~3のいずれか一項に記載の通電加熱式排ガス浄化触媒システム。
- 前記内燃機関は、車両用のガソリンエンジンまたはディーゼルエンジンである、請求項1~4のいずれか一項に記載の通電加熱式排ガス浄化触媒システム。
- 内燃機関の排気管に配置された通電加熱式触媒装置により前記内燃機関から排出される排ガスを浄化する方法であって、
前記通電加熱式触媒装置は、前記排気管に接続される外筒、一対の電極、前記外筒内に導入された排ガスが接触可能な触媒床であって少なくとも一種の三元触媒として機能する触媒金属を含む触媒床を備える触媒部、前記一対の電極に通電させたときに発熱して前記触媒床を加熱可能な発熱体、および、前記触媒床の温度を検知可能な温度検知部を備えており、
前記温度検知部から取得した前記触媒床の温度の情報に基づいて、以下の通電制御(1)~(4):
(1)前記触媒床の温度が350±25℃の範囲内で設定される第1閾値温度T1以下のときは前記一対の電極に通電する;
(2)前記触媒床の温度が前記第1閾値温度T1を上回り、且つ、450±25℃の範囲内で設定される第2閾値温度T2以下のときは前記一対の電極に通電しない;
(3)前記触媒床の温度が前記第2閾値温度T2を上回り、且つ、550℃以上で設定される第3閾値温度T3以下のときは前記一対の電極に通電する;
(4)前記触媒床の温度が前記第3閾値温度T3を上回るときは前記一対の電極に通電しない;
を行うことを包含する、排ガス浄化方法。 - 前記(3)の通電制御は、さらに以下の制御:
(3-1)前記内燃機関において燃焼ガスが発生しないモードであるときは前記一対の電極に通電しない;
を包含する、請求項6に記載の排ガス浄化方法。 - 前記内燃機関において燃焼ガスが発生しないモードは、アイドリングストップまたはフューエルカットである、請求項7に記載の排ガス浄化方法。
- 前記触媒床は前記触媒金属として少なくともロジウム(Rh)を含む、請求項6~8のいずれか一項に記載の排ガス浄化方法。
- 前記内燃機関は、車両用のガソリンエンジンまたはディーゼルエンジンである、請求項6~9のいずれか一項に記載の排ガス浄化方法。
- コンピュータに請求項6~10のいずれか一項に記載の排ガス浄化方法を実行させるための制御プログラム。
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