JPH0544436A - Exhaust gas purifying device for internal combustion engine - Google Patents
Exhaust gas purifying device for internal combustion engineInfo
- Publication number
- JPH0544436A JPH0544436A JP3200785A JP20078591A JPH0544436A JP H0544436 A JPH0544436 A JP H0544436A JP 3200785 A JP3200785 A JP 3200785A JP 20078591 A JP20078591 A JP 20078591A JP H0544436 A JPH0544436 A JP H0544436A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- catalyst
- throttle valve
- exhaust
- engine
- Prior art date
- Legal status (The legal status 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 status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—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
- F01N3/0235—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 exhaust gas throttling means
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、内燃機関のうち、デ
ィーゼルエンジンの排気浄化装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an exhaust emission control device for a diesel engine among internal combustion engines.
【０００２】[0002]
【従来の技術】ディーゼルエンジンは排気中にパティキ
ュレート（粒子状物質）として、カーボンおよびＳＯＦ
（可溶性有機物質）その他を含む為、これら物質を取除
く必要があり、このため、例えば排気通路にＳＯＦを酸
化する触媒（オープンハニカム触媒等）を設けるものが
提案されている。2. Description of the Related Art Diesel engines use carbon and SOF as particulates in the exhaust gas.
(Soluble organic substance) Since these substances are included, it is necessary to remove these substances. Therefore, for example, it is proposed to provide a catalyst (such as an open honeycomb catalyst) for oxidizing SOF in the exhaust passage.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、ディー
ゼルエンジンにおいて、排気浄化のため、排気通路にオ
ープンハニカムの触媒を設け、長時間低負荷運転を行な
うと、触媒がパティキュレートによって目詰まりを起こ
し、排圧が上昇し、出力及び燃費が悪化するという問題
点があった。However, in a diesel engine, when an open honeycomb catalyst is provided in the exhaust passage for exhaust gas purification and a low load operation is carried out for a long time, the catalyst is clogged by particulates and exhausted. There is a problem in that the pressure rises and the output and fuel efficiency deteriorate.
【０００４】また、このような目詰まり状態で高負荷運
転を行なうと、排温上昇により堆積していたパティキュ
レートが急激に燃焼し触媒が焼損するという問題点があ
った。Further, when a high load operation is carried out in such a clogging state, there is a problem that the accumulated particulates are abruptly burned due to the increase in exhaust temperature and the catalyst is burned out.
【０００５】このため、再燃焼形式のものを使用し、目
詰まり時に堆積パティキュレートを燃焼し再生すること
が考えられるが、このものは燃焼装置が高価で複雑であ
るという問題点があった。Therefore, it is conceivable to use a re-combustion type and burn and regenerate the deposited particulates at the time of clogging, but this has a problem that the combustion device is expensive and complicated.
【０００６】そこで、この発明は、装置が高価で複雑に
なる事がなく、前記触媒の目詰まり状態を解消する内燃
機関の排気浄化装置を提供することによって前記目的を
達成する事を目的としている。Therefore, the present invention has an object to achieve the above object by providing an exhaust gas purification apparatus for an internal combustion engine which eliminates the clogging of the catalyst without the apparatus becoming expensive and complicated. ..
【０００７】[0007]
【課題を解決するための手段】この発明は、前記目的を
達成するため、ディーゼルエンジンの排気通路に浄化装
置と排気絞り弁とを設けると共に、前記浄化装置の目詰
まり状態を検知する検知装置と、該検知装置の検知信号
により前記排気絞り弁を排圧上昇を生ずる程度の所定の
間又はエンジン回転数の間、閉じた後に開く制御装置を
設けたものである。In order to achieve the above object, the present invention provides a purifying device and an exhaust throttle valve in an exhaust passage of a diesel engine, and a detecting device for detecting a clogging state of the purifying device. A control device is provided that opens the exhaust throttle valve after closing the exhaust throttle valve for a predetermined period of time such that exhaust pressure rises or during engine speed, in response to a detection signal from the detection device.
【０００８】[0008]
【作用】触媒が目詰まりを起こしそうになると、検知装
置がこれを検知し制御装置に出力する。制御装置は排気
絞り弁をいったん閉じ排圧上昇の時点でこれを開くよう
に作動指令する。これにより排気は上流での排圧上昇そ
して下流での下降と急激な圧力変化により、勢い良い流
れ、即ち、強制的な排気ブローを行ない、そのエネルギ
を持って触媒に流れ込み、付着しているパティキュレー
トを吹き流し、触媒から取除く。この装置は機械的絞り
弁とその制御装置で済むので、安価でかつ簡単にでき
る。なお、強制ブローにより大気に放出するのは、パテ
ィキュレート中のカーボンの一部であり、パティキュレ
ート中のＳＯＦは、確実に除去するので、排出されるパ
ティキュレート総量を低減することが可能である。When the catalyst is about to be clogged, the detection device detects it and outputs it to the control device. The control device commands the operation to close the exhaust throttle valve once and open it when the exhaust pressure rises. As a result, the exhaust gas increases in exhaust pressure in the upstream side and decreases in the downstream side, and a sudden pressure change causes a vigorous flow, that is, forced exhaust blow, and with that energy flows into the catalyst and adheres to the catalyst. The curate is blown off and removed from the catalyst. Since this device only needs a mechanical throttle valve and its control device, it is inexpensive and simple. It is to be noted that what is released to the atmosphere by the forced blow is a part of carbon in the particulates, and the SOF in the particulates is surely removed, so that the total amount of the particulates discharged can be reduced. ..
【０００９】[0009]
【実施例】以下、この発明の一実施例を図１〜３により
説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS.
【００１０】まず、構成を図１により説明する。ディー
ゼルエンジン１は、燃料の噴射を行なう噴射ポンプ２を
備えると共に、排気通路３に触媒４を具備している。触
媒４は、微細の多数の通路をハニカム的に備えたオープ
ンハニカム構造をしており、排気中のパティキュレー
ト、特にＳＯＦを付着捕集し、これを浄化処理するもの
である。なお、この触媒に代えて他の付着捕集型の浄化
装置を使用しても良いことは勿論である。First, the structure will be described with reference to FIG. The diesel engine 1 includes an injection pump 2 that injects fuel, and an exhaust passage 3 that includes a catalyst 4. The catalyst 4 has an open honeycomb structure provided with a large number of fine passages like a honeycomb, and collects particulates in exhaust gas, especially SOF, to purify the particulates. It is needless to say that another adhering and collecting type purifying device may be used instead of this catalyst.
【００１１】排気通路３の触媒４の後流には排気絞り弁
５が設けられており、この排気絞り弁５はソレノイド式
アクチュエータ１１により開閉作動され、排気の流れを
せき止めたり、また解放したりすることができるように
なっている。コントロールユニット６は、このアクチュ
エータ１１に出力すべく、触媒４の前後圧力差（差圧Δ
Ｐ）を検知するための第１圧力センサ７と第２圧力セン
サ８の両信号Ｐ1 とＰ2 とを入力するとと共に、エンジ
ン回転数検知装置９のエンジン回転数の信号Ｎ及び噴射
ポンプ２のコントロールレバー開度などにより負荷を検
知する負荷検知装置１０の負荷信号Ｌとを入力する。An exhaust throttle valve 5 is provided downstream of the catalyst 4 in the exhaust passage 3, and the exhaust throttle valve 5 is opened and closed by a solenoid type actuator 11 to block or release the exhaust flow. You can do it. The control unit 6 outputs a pressure difference across the catalyst 4 (differential pressure Δ
Both signals P 1 and P 2 of the first pressure sensor 7 and the second pressure sensor 8 for detecting P) are input, and at the same time, the engine speed signal N of the engine speed detection device 9 and the injection pump 2 The load signal L of the load detection device 10 that detects the load based on the control lever opening or the like is input.
【００１２】コントロールユニット６は、図２に示す触
媒前後差圧ΔＰのマップを備え、触媒４が目詰まりを起
こしそうになると、これをマップ上で読み込み、かつ検
索しその値と実測値とより判断して、アクチュエータ１
１に指令するようになっている。The control unit 6 is provided with a map of the differential pressure ΔP across the catalyst shown in FIG. 2, and when the catalyst 4 is likely to be clogged, this is read and searched on the map and the value and the measured value are compared. Judgment, actuator 1
It is designed to command 1.
【００１３】図２は、横軸にエンジン回転数Ｎをとり、
縦軸に負荷Ｌをとり、触媒４が正常な、即ち付着または
目詰まりを起こしていない正規の状態のときの差圧ΔＰ
をマップ状に画いたものを示す。ａ，ｂ，ｃ，ｄは夫々
等差圧線ΔＰａ，ΔＰｂ，ΔＰｃ，ΔＰｄの線を示し、
回転数大、負荷大となる程、即ち、斜め直線Ｗの矢印の
方向にΔＰが高くなっている事を示してある。なお、図
２ではΔＰの性能曲線を４本で示してあるが、もっと密
になるように作成するか、又は、その中間値は計算で求
められるようにしておく。以上により、コントロールユ
ニット６、第１圧力センサ７、第２圧力センサ８、エン
ジン回転数検知装置９及び負荷検知装置１０は目詰まり
検知装置１３を構成するものである。In FIG. 2, the horizontal axis represents the engine speed N, and
The load L is plotted on the vertical axis, and the differential pressure ΔP when the catalyst 4 is normal, that is, in a normal state where no adhesion or clogging has occurred.
The map is drawn. a, b, c, d are lines of equal pressure differential lines ΔPa, ΔPb, ΔPc, ΔPd,
It is shown that ΔP becomes higher as the rotation speed becomes larger and the load becomes larger, that is, in the direction of the arrow of the diagonal straight line W. In FIG. 2, four performance curves of ΔP are shown, but they should be created more densely, or an intermediate value between them should be calculated. As described above, the control unit 6, the first pressure sensor 7, the second pressure sensor 8, the engine speed detection device 9, and the load detection device 10 constitute the clogging detection device 13.
【００１４】次に前記実施例の作用を図１〜３により説
明する。Next, the operation of the above embodiment will be described with reference to FIGS.
【００１５】エンジン１が運転すると、排気は排気通路
３から触媒４に達し清浄にされてから大気に放出され
る。When the engine 1 is operated, the exhaust gas reaches the catalyst 4 from the exhaust passage 3, is cleaned, and is then discharged to the atmosphere.
【００１６】コントロールユニット６は、第１圧力セン
サ７、第２圧力センサ８、エンジン回転数検知装置９及
び負荷検知装置１０の各信号を入力し、実測エンジン回
転数Ｎと負荷Ｌに相当するときの正常な差圧所定値（例
えば図２のマップ上の点ＢのΔＰｂ）と実測差圧ΔＰ´
ｂ、即ち（Ｐ1 −Ｐ2 ）とを、常時、比較している。こ
れらの値が等しければ触媒４は目詰まりを起こさず、綺
麗な（正常な）状態で機能しているといえる。The control unit 6 inputs signals from the first pressure sensor 7, the second pressure sensor 8, the engine speed detection device 9 and the load detection device 10, and when they correspond to the measured engine speed N and load L. Normal value of the differential pressure (for example, ΔPb at point B on the map of FIG. 2) and the measured differential pressure ΔP ′
b, that is, (P 1 -P 2 ) is constantly compared. If these values are equal, it can be said that the catalyst 4 does not cause clogging and functions in a clean (normal) state.
【００１７】長時間の低速エンジン運転の結果、実測差
圧ΔＰ´ｂが差圧所定値ΔＰｂを上回り、その値が１５
〜２０％程度オーバしたとする。この程度の排圧上昇の
状態では触媒４が目詰まりを起こし始めていると判断さ
れる。As a result of long-time low-speed engine operation, the measured differential pressure ΔP'b exceeds the differential pressure predetermined value ΔPb, and the value is 15
Suppose that it has exceeded about 20%. It is judged that the catalyst 4 is starting to be clogged in the state where the exhaust pressure rises to this extent.
【００１８】コントロールユニット６は、ここで、アク
チュエータ１１に指令し、排気絞り弁５をいったん閉じ
させる。そして所定時間（０．数秒〜１秒）経過したの
ち、即ちその上流の排圧が上昇した時点で排気絞り弁５
を開かせる。すると、排気は急激な圧力変化による流れ
（強制ブロー）を作り、触媒４に流れ込み、内部微細路
中に付着又は目詰まりしかかっているパティキュレート
中のカーボンを一気に取除き、下流へ流し去ることにな
る。よって、触媒４の目詰まり状態となることが回避さ
れるわけである。以上の動作は自動的に行なわれる。こ
のためエンジン１は出力及び燃費が悪化することなく、
運転を継続できる。又、触媒が目詰まりにより高負荷運
転時に焼損することも阻止される。The control unit 6 then instructs the actuator 11 to once close the exhaust throttle valve 5. Then, after a predetermined time (0.1 seconds to 1 second) has passed, that is, when the exhaust pressure at the upstream side of the exhaust throttle valve 5 increases.
To open. Then, the exhaust creates a flow (forced blow) due to a sudden pressure change, flows into the catalyst 4, and removes carbon in the particulates that is adhering or clogged in the internal fine passages all at once, and discharges it downstream. Become. Therefore, the clogging of the catalyst 4 is avoided. The above operation is automatically performed. Therefore, the engine 1 does not deteriorate in output and fuel efficiency,
You can continue driving. Further, it is also prevented that the catalyst is clogged and burned out under high load operation.
【００１９】なお、この強制ブローによるパティキュレ
ートはある程度、大気に放出されても、その量が少ない
のでエミッション上の問題は生じない。また、この実施
例による目詰まり除去は、排気絞り弁５の閉開という機
械的動作による排気の強制ブローによるので、装置が簡
単で安価になるという長所がある。Even if the particulates due to the forced blow are released to the atmosphere to some extent, the amount of the particulates is small, so there is no emission problem. Further, the clogging removal according to this embodiment has the advantage that the device is simple and inexpensive because it is forced blow of exhaust gas by a mechanical operation of closing and opening the exhaust throttle valve 5.
【００２０】図３は前記実施例のフローチャートを示
す。これについて説明すると、スタート後、ステップ１
で負荷、エンジン回転数、触媒前圧力及び触媒後圧力を
読み込み、ステップ２で差圧マップより差圧の所定値を
検索し、ステップ３で差圧の実測値が所定値より大きい
かどうか比較し、大きいときはステップ４で排気絞り弁
を閉じ、所定時間経過後に開としリターンするものであ
る。FIG. 3 shows a flow chart of the above embodiment. To explain this, after the start, step 1
The load, engine speed, pre-catalyst pressure and post-catalyst pressure are read in, the predetermined value of the differential pressure is retrieved from the differential pressure map in step 2, and it is compared in step 3 whether the measured value of the differential pressure is larger than the predetermined value. If it is larger, the exhaust throttle valve is closed in step 4, and is opened and returned after a predetermined time has elapsed.
【００２１】図４には第２実施例を示す。この実施例は
第１実施例の検知装置に代えて、触媒４の上流の排気温
度を検知する温度センサ１２を用いたことであり、その
他は前実施例と同様である。そして、コントロールユニ
ット６は、この温度センサ１２の温度（信号）Ｔを入力
することにより、排気温度Ｔが所定値以下であるような
運転状態が所定時間（又は所定回数）以上行なわれたか
どうかを運転履歴に照らして判断し、所定時間以上行な
われた場合は詰まりを起こしているとみなし、アクチュ
エータ１１に出力するものである。つまり、温度センサ
Ｔにより、エンジンの低温におけるエンジン運転履歴を
知り、これを触媒４の目詰まり有無の目安とするもの
で、この温度センサ１２とコントロールユニット６で目
詰まり検知装置１３を構成するものといえうる。この第
２実施例も前実施例と同様に排気のブローにより目詰ま
りしかかったパティキュレート中のカーボンを取り除く
ことができるものである。FIG. 4 shows a second embodiment. In this embodiment, the temperature sensor 12 for detecting the exhaust gas temperature upstream of the catalyst 4 is used instead of the detection device of the first embodiment, and the other points are the same as in the previous embodiment. Then, by inputting the temperature (signal) T of the temperature sensor 12, the control unit 6 determines whether or not an operating state in which the exhaust gas temperature T is below a predetermined value has been performed for a predetermined time (or a predetermined number of times) or more. Judgment is made in the light of the operation history, and if the operation is performed for a predetermined time or more, it is considered that clogging has occurred, and is output to the actuator 11. That is, the temperature sensor T is used to know the engine operating history at low temperature of the engine, and this is used as a guide for the presence or absence of clogging of the catalyst 4, and the temperature sensor 12 and the control unit 6 constitute the clogging detection device 13. Can be said. In the second embodiment as well, as in the previous embodiment, the carbon in the particulates that is about to be clogged by the blow of the exhaust gas can be removed.
【００２２】なお、第１実例及び第２実施例においては
排気絞り弁５を所定時間、閉じるようにしたが、これ
は、エンジンが所定回転数回転する間、閉じるようにし
ても良いものである。この場合、排気流量の少ない低回
転運転状態では、弁が閉じられる時間が長くなり、低速
回転状態でも強力なブローが実現でき効果的に目詰まり
除去が行われる。Although the exhaust throttle valve 5 is closed for a predetermined time in the first and second embodiments, it may be closed while the engine is rotating for a predetermined number of revolutions. .. In this case, in the low rotation speed operation state where the exhaust gas flow rate is small, the valve is closed for a long time, and even in the low speed rotation state, strong blow can be realized and the clogging can be effectively removed.
【００２３】又、排気絞り弁は、触媒上流に設けても同
様の効果がある。Further, even if the exhaust throttle valve is provided upstream of the catalyst, the same effect can be obtained.
【００２４】[0024]
【発明の効果】以上に説明したように、この発明によれ
ば、ディーゼルエンジンにおいて排気浄化装置が目詰ま
りを起こしかけているとき、これを自動的に回避でき、
出力、燃費の悪化、更には触媒の焼損という事態を阻止
することができ、しかも、これを安価で簡単な装置で達
成することができ、これにより内燃機関の排気を効率的
に浄化することができるという効果を生ずる。As described above, according to the present invention, when the exhaust emission control device is about to be clogged in the diesel engine, this can be automatically avoided.
It is possible to prevent the output, the deterioration of fuel consumption, and the situation of catalyst burnout, and moreover, this can be achieved with a cheap and simple device, whereby the exhaust gas of the internal combustion engine can be efficiently purified. The effect that it can be produced.
【図１】この発明の第１実施例を示す概略構成図であ
る。FIG. 1 is a schematic configuration diagram showing a first embodiment of the present invention.
【図２】図１の実施例に用いる触媒前後差圧マップ図で
ある。FIG. 2 is a map of the differential pressure across the catalyst used in the embodiment of FIG.
【図３】図１の実施例のフローチャートである。3 is a flow chart of the embodiment of FIG.
【図４】この発明の第２実施例を示す概略構成図であ
る。FIG. 4 is a schematic configuration diagram showing a second embodiment of the present invention.
１ エンジン ２ 噴射ポンプ ３ 排気通路 ４ 触媒 ５ 排気絞り弁 ６ コントロールユニット ７ 第１圧力センサ ８ 第２圧力センサ ９ エンジン回転数検知装置 １０ 負荷検知装置 １１ アクチュエータ １２ 温度センサ １３ 目詰まり検知装置 1 Engine 2 Injection Pump 3 Exhaust Passage 4 Catalyst 5 Exhaust Throttle Valve 6 Control Unit 7 First Pressure Sensor 8 Second Pressure Sensor 9 Engine Speed Detection Device 10 Load Detection Device 11 Actuator 12 Temperature Sensor 13 Clogging Detection Device
Claims (1)
置と排気絞り弁とを設けると共に、前記浄化装置の目詰
まり状態を検知する検知装置と、該検知装置の検知信号
により前記排気絞り弁を排圧上昇を生ずる程度の所定の
間又はエンジン回転数の間、閉じた後に開く制御装置を
設けてなる内燃機関の排気浄化装置。1. A purification device and an exhaust throttle valve are provided in an exhaust passage of a diesel engine, and a detection device for detecting a clogging state of the purification device, and a pressure detection valve for exhausting the exhaust throttle valve by a detection signal of the detection device. An exhaust emission control device for an internal combustion engine, which is provided with a control device that is opened after being closed for a predetermined period of time for raising the engine speed or for the engine speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3200785A JPH0544436A (en) | 1991-08-09 | 1991-08-09 | Exhaust gas purifying device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3200785A JPH0544436A (en) | 1991-08-09 | 1991-08-09 | Exhaust gas purifying device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0544436A true JPH0544436A (en) | 1993-02-23 |
Family
ID=16430155
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3200785A Pending JPH0544436A (en) | 1991-08-09 | 1991-08-09 | Exhaust gas purifying device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0544436A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2774424A1 (en) * | 1998-02-02 | 1999-08-06 | Peugeot | Control of diesel engine exhaust system with particle filter |
| WO2001073273A1 (en) * | 2000-03-29 | 2001-10-04 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas cleaning device for internal combustion engines |
| US6634167B1 (en) | 1999-11-08 | 2003-10-21 | Toyota Jidosha Kabushiki Kaisha | Exhaust temperature raising apparatus and method for internal combustion engine |
| US6668548B1 (en) * | 1999-05-07 | 2003-12-30 | Toyota Jidosha Kabushiki Kaisha | Exhaust emission control device of internal combustion engine |
| US6874315B2 (en) * | 2000-03-27 | 2005-04-05 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification device |
| EP1582708A3 (en) * | 2004-03-30 | 2007-04-04 | Isuzu Motors, Ltd. | Device for purifying the exhaust gases of diesel engines |
| JP2013032777A (en) * | 2012-10-25 | 2013-02-14 | Yanmar Co Ltd | Exhaust gas purifying apparatus to be mounted in ship |
| JP2018123776A (en) * | 2017-02-02 | 2018-08-09 | トヨタ自動車株式会社 | Exhaust emission control device of internal combustion engine |
| KR20190002824A (en) * | 2017-06-30 | 2019-01-09 | 에이치에스디엔진 주식회사 | Selective catalytic reduction system |
-
1991
- 1991-08-09 JP JP3200785A patent/JPH0544436A/en active Pending
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2774424A1 (en) * | 1998-02-02 | 1999-08-06 | Peugeot | Control of diesel engine exhaust system with particle filter |
| US6668548B1 (en) * | 1999-05-07 | 2003-12-30 | Toyota Jidosha Kabushiki Kaisha | Exhaust emission control device of internal combustion engine |
| US6634167B1 (en) | 1999-11-08 | 2003-10-21 | Toyota Jidosha Kabushiki Kaisha | Exhaust temperature raising apparatus and method for internal combustion engine |
| US6874315B2 (en) * | 2000-03-27 | 2005-04-05 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification device |
| WO2001073273A1 (en) * | 2000-03-29 | 2001-10-04 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas cleaning device for internal combustion engines |
| US6644022B2 (en) | 2000-03-29 | 2003-11-11 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification device of internal combustion engine |
| EP1582708A3 (en) * | 2004-03-30 | 2007-04-04 | Isuzu Motors, Ltd. | Device for purifying the exhaust gases of diesel engines |
| US7316107B2 (en) | 2004-03-30 | 2008-01-08 | Isuzu Motors Limited | Device for purifying the exhaust gases of diesel engines |
| JP2013032777A (en) * | 2012-10-25 | 2013-02-14 | Yanmar Co Ltd | Exhaust gas purifying apparatus to be mounted in ship |
| JP2018123776A (en) * | 2017-02-02 | 2018-08-09 | トヨタ自動車株式会社 | Exhaust emission control device of internal combustion engine |
| CN108386255A (en) * | 2017-02-02 | 2018-08-10 | 丰田自动车株式会社 | The emission-control equipment of internal combustion engine |
| US10344645B2 (en) | 2017-02-02 | 2019-07-09 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification apparatus for internal combustion engine |
| KR20190002824A (en) * | 2017-06-30 | 2019-01-09 | 에이치에스디엔진 주식회사 | Selective catalytic reduction system |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP1584808B1 (en) | Control method for an exhaust gas purification system and an exhaust gas purification system | |
| US7721534B2 (en) | Control method for an exhaust gas purification system and an exhaust gas purification system | |
| EP1584807B1 (en) | Control method for an exhaust gas purification system and an exhaust gas purification system | |
| KR100283830B1 (en) | Diesel Engine Exhaust Purifier | |
| US20050217245A1 (en) | Control method for an exhaust gas purification system and an exhaust gas purification system | |
| EP1978219B1 (en) | Exhaust gas purification method and exhaust gas purification system | |
| US20090056316A1 (en) | Exhaust Gas Purification Method and Exhaust Gas Purification System | |
| JP2004218558A (en) | Exhaust emission control device | |
| JP4433861B2 (en) | Exhaust gas purification device for internal combustion engine | |
| JP2006233832A (en) | Exhaust emission control device and exhaust emission control method | |
| JP2006037764A (en) | Exhaust emission control device | |
| JPH0544436A (en) | Exhaust gas purifying device for internal combustion engine | |
| JP2001280118A (en) | Exhaust emission control device for internal combustion engine | |
| JP2004150416A (en) | Regeneration method for particulate filter | |
| KR101240937B1 (en) | Regeneration method and apparatus of diesel particulate filter | |
| JP2005155574A (en) | Exhaust emission control device | |
| JP2006132458A (en) | Exhaust emission control device for internal combustion engine | |
| JP2004257267A (en) | Exhaust emission control system of internal combustion engine | |
| JP5621322B2 (en) | Exhaust gas purification system | |
| JP2007023876A (en) | Exhaust emission control system and method for controlling exhaust emission control system | |
| JP3887624B2 (en) | Exhaust purification device | |
| JP4292861B2 (en) | Exhaust gas purification method and system | |
| KR100188596B1 (en) | Method for smoke filter revival of a diesel engine | |
| JP2003254138A (en) | Control device for fuel injection device for diesel engine | |
| JPH0544483A (en) | Exhaust emission control system for internal combustion engine |