JPH07259533A - Exhaust particulate control device of internal combustion engine - Google Patents

Exhaust particulate control device of internal combustion engine

Info

Publication number
JPH07259533A
JPH07259533A JP6051981A JP5198194A JPH07259533A JP H07259533 A JPH07259533 A JP H07259533A JP 6051981 A JP6051981 A JP 6051981A JP 5198194 A JP5198194 A JP 5198194A JP H07259533 A JPH07259533 A JP H07259533A
Authority
JP
Japan
Prior art keywords
catalyst
filter
temperature
internal combustion
fuel
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.)
Granted
Application number
JP6051981A
Other languages
Japanese (ja)
Other versions
JP3485344B2 (en
Inventor
Akikazu Kojima
昭和 小島
Jiro Takagi
二郎 高木
Takayuki Takeuchi
隆之 竹内
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Soken Inc
Original Assignee
Nippon Soken Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nippon Soken Inc filed Critical Nippon Soken Inc
Priority to JP05198194A priority Critical patent/JP3485344B2/en
Publication of JPH07259533A publication Critical patent/JPH07259533A/en
Application granted granted Critical
Publication of JP3485344B2 publication Critical patent/JP3485344B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/0245—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by increasing temperature of the exhaust gas leaving the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
    • F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • F02D41/405—Multiple injections with post injections
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/08—Exhaust gas treatment apparatus parameters
    • F02D2200/0802—Temperature of the exhaust gas treatment apparatus
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

PURPOSE:To regenerate a filter, filtrating particulates being contained in car exhaust gases and collecting them together, in any driving conditions of an internal combustion engine. CONSTITUTION:When particulates are collected in use of a filter with catalyst made up of making the filter carry the catalyst, and a temperature Tfil of this filter is lower than an activating temperature Tcal (about 250 deg.C) of the catalyst because the temperature of exhaust gas is low as in time of low engine speed and thereby it is in an I range, namely, in an expansion stroke, a proper amount of added fuel injection is started from optimum timing relatively earlier than the closing period, and the addedly sprayed fuel is burned in the exhaust gas, whereby both the temperatures of the exhaust gas and the catalyst-operated filter are raised up, thereby getting the catalyst reached to the activating temperature Tcal. In succession, the activated catalyst oxidizes the fuel being added and sprayed as in the II range ranging from the expansion stroke closing period to the exhaust stroke, and the particulates accumulated on the filter are heated by the thermal reaction, getting them reached to a combustion temperature (about 650 deg.C), and thus they are burned up.

Description

【発明の詳細な説明】Detailed Description of the Invention

【０００１】[0001]

【産業上の利用分野】本発明は、例えばディーゼルエン
ジンのように、カーボン粒子を主とする微粒子（パティ
キュレート）を含む排気ガスを排出する内燃機関の排気
管路中に設けられ、排気ガス中の微粒子をフィルタによ
って捕集すると共に、捕集した微粒子を焼却してフィル
タの捕集能力を再生する機能を有する内燃機関用の排気
微粒子浄化装置に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is provided in an exhaust pipe line of an internal combustion engine, such as a diesel engine, which discharges exhaust gas containing fine particles (particulates) mainly containing carbon particles. The present invention relates to an exhaust particulate purifying apparatus for an internal combustion engine, which has a function of collecting the particulates by a filter and incinerating the collected particulates to regenerate the collecting ability of the filter.

【０００２】[0002]

【従来の技術】ディーゼルエンジンの排気ガス中には
「ディーゼルパティキュレート」と呼ばれるカーボン粒
子を主とする微粒子が含まれており、「ディーゼル黒
煙」の原因物質ともなっているので、その微粒子を除去
して排気ガスを浄化するために、排気ガスを濾過して微
粒子を捕集するための、多孔質で通気性の良い耐熱性の
フィルタを排気管路中に設けることが行われている。微
粒子捕集用のフィルタの材料としては一般に多孔性のセ
ラミックスがよく用いられている。2. Description of the Related Art Exhaust gas from a diesel engine contains fine particles composed mainly of carbon particles called "diesel particulates", which are also the causative agent of "black diesel smoke". In order to purify the exhaust gas, a porous and heat-resistant filter with good air permeability is provided in the exhaust pipe line to filter the exhaust gas and collect fine particles. Generally, porous ceramics are often used as a material for a filter for collecting fine particles.

【０００３】このようなフィルタによって排気ガスを濾
過して微粒子の捕集を続けると、フィルタには捕集され
た微粒子が徐々に堆積してフィルタの通気性が低下し、
排気ガスの通過抵抗が大きくなるから、それによって機
関の背圧が高くなって機関の性能が低下するので、フィ
ルタ上に捕集されて堆積した微粒子を時々何らかの手段
によって除去しなければならない。When the exhaust gas is filtered by such a filter and the collection of the fine particles is continued, the collected fine particles are gradually deposited on the filter to lower the air permeability of the filter.
Exhaust gas passage resistance increases, which increases engine back pressure and degrades engine performance, so particulate matter trapped and deposited on the filter must sometimes be removed by some means.

【０００４】堆積した微粒子を除去するための手段とし
ては、一般的にはフィルタに取り付けられた電気ヒータ
に通電するとか、フィルタに付設された軽油バーナが発
生する火焔をフィルタに当ててフィルタの一部を加熱
し、微粒子の着火温度である約６５０°Ｃ以上の高温ま
で温度上昇させることによって、堆積した微粒子を燃焼
させる方法が考えられているが、これらの方法には大量
の電力を消費するとか、システム構成が複雑になって大
型化するというような難点がある。As a means for removing the accumulated fine particles, generally, an electric heater attached to the filter is energized, or a flame generated by a light oil burner attached to the filter is applied to the filter to remove the particulate matter. Although a method of burning the deposited fine particles by heating the part and raising the temperature to a high temperature of about 650 ° C. or higher which is the ignition temperature of the fine particles is considered, these methods consume a large amount of electric power. However, there is a problem that the system configuration becomes complicated and the size becomes large.

【０００５】また別の手段として、微粒子捕集用のフィ
ルタが通常の触媒コンバータの触媒担体と同様に多孔質
で耐熱性の無機質材料からなっているのと、それが排気
管路中に置かれるものであることから、フィルタに微粒
子濾過機能だけでなく触媒の担体としての役割を与え
て、フィルタ自体に触媒を担持させると共に、排気ガス
中に追加の燃料を噴射して、その燃料をフィルタに担持
された触媒によって酸化させることにより、その際に発
生する酸化反応熱によって、フィルタに捕集された微粒
子の温度を着火温度以上に高めて焼却する方法が知られ
ている。（特開昭５８−３８３１１号公報参照。）As another means, the filter for collecting fine particles is made of a porous and heat-resistant inorganic material like the catalyst carrier of a normal catalytic converter, and it is placed in the exhaust pipe line. Therefore, the filter not only has the function of filtering particulates but also serves as a carrier for the catalyst so that the filter itself can carry the catalyst, and injects additional fuel into the exhaust gas to feed the fuel to the filter. There is known a method in which the temperature of the fine particles trapped in the filter is raised to a temperature higher than the ignition temperature and incinerated by the oxidation reaction heat generated at that time by oxidizing the catalyst carried. (See JP-A-58-38311.)

【０００６】この従来技術の方法を図９によって更に詳
しく説明する。ディーゼルエンジン１は＃１から＃４ま
での４つのシリンダを備えている４気筒のものであっ
て、各シリンダは燃料ポンプ２からそれぞれ燃料ライン
３とインジェクタ４によって加圧された燃料の供給を受
ける。各シリンダから排出される排気ガスは、それぞれ
排気装置５を通って共通の触媒式粒子状物質フィルタ６
へ流入し、浄化されて排気管７から大気中へ放出され
る。This prior art method will be described in more detail with reference to FIG. The diesel engine 1 is a four-cylinder engine having four cylinders # 1 to # 4, and each cylinder is supplied with fuel pressurized from a fuel pump 2 by a fuel line 3 and an injector 4, respectively. . Exhaust gas discharged from each cylinder passes through an exhaust device 5 and a common catalytic particulate filter 6
Flows in, is purified, and is discharged from the exhaust pipe 7 into the atmosphere.

【０００７】この場合、燃料噴射は通常＃１→＃３→＃
４→＃２の順に行われるため、例えば＃２のシリンダの
燃料ライン３から＃４のシリンダの燃料ライン３に向か
う燃料の流れだけを許すように、電磁操作可能なチェッ
クバルブ８がそれらの燃料ライン３の間に設けられてお
り、制御装置９が制御信号を発した時にチェックバルブ
８が前記のような方向の燃料の流れを許すように開弁
し、それ以外の時期においては閉弁状態を維持する。In this case, the fuel injection is usually # 1 → # 3 → #
4 → # 2, the check valve 8 which can be operated electromagnetically is used to allow only the flow of fuel from the fuel line 3 of the cylinder # 2 to the fuel line 3 of the cylinder # 4. The check valve 8 is provided between the lines 3 so that when the control device 9 issues a control signal, the check valve 8 is opened so as to allow the fuel flow in the above-described direction, and is closed at other times. To maintain.

【０００８】＃２のシリンダと＃４のシリンダは、前者
のピストンが上死点にある時に後者のピストンが下死点
にあるように位相がずれた関係になっているから、前者
が圧縮行程の終期にある時には、後者は膨張行程の終期
にある。従って、その時期にチェックバルブ８を開弁さ
せると、＃２のシリンダには通常の燃料噴射が行われる
と共に、＃４のシリンダには通常は燃料が供給されない
膨張行程の終期に追加の燃料噴射が行われることにな
り、この燃料が排気ガスに混入して触媒式粒子状物質フ
ィルタ６へ供給され、フィルタ６に担持された触媒によ
って酸化されて発熱し、フィルタ上に堆積している微粒
子を着火温度（約６５０°Ｃ）以上に加熱して着火させ
る。Since the # 2 cylinder and the # 4 cylinder are in a phase-shifted relationship such that the latter piston is at the bottom dead center when the former piston is at the top dead center, the former is in the compression stroke. The latter is at the end of the expansion stroke. Therefore, if the check valve 8 is opened at that time, normal fuel injection is performed in the # 2 cylinder, and additional fuel injection is performed at the end of the expansion stroke in which fuel is not normally supplied to the # 4 cylinder. This fuel is mixed into the exhaust gas and supplied to the catalytic particulate matter filter 6, which is oxidized by the catalyst carried on the filter 6 to generate heat, thereby removing the particulates deposited on the filter. Ignite by heating above the ignition temperature (about 650 ° C).

【０００９】[0009]

【発明が解決しようとする課題】前述の従来技術は、簡
単で小型のシステム構成を可能にするという利点を有す
るが、触媒を利用するものであるから、膨張行程の終期
に排気ガス中へ追加の燃料噴射を行っても、フィルタに
担持された触媒の温度が触媒の活性化する温度である約
２５０°Ｃ以上になっていなければ、追加された燃料の
触媒による酸化反応は行われないし、膨張行程の終期に
おいては、機関のシリンダ内や排気管路における燃焼ガ
ス或いは排気ガスの温度は相当低下しており、そこに噴
射された追加燃料が直ちに着火する可能性は低いので、
追加の燃料はそのまま排気管７から大気中に放出され
て、却ってエミッションを悪化させることになる。The above-mentioned prior art has the advantage of enabling a simple and compact system configuration, but since it utilizes a catalyst, it is added to the exhaust gas at the end of the expansion stroke. Even if the fuel injection is performed, if the temperature of the catalyst carried on the filter is not higher than about 250 ° C, which is the temperature at which the catalyst is activated, the oxidation reaction of the added fuel by the catalyst is not performed, At the end of the expansion stroke, the temperature of the combustion gas or exhaust gas in the cylinder of the engine or in the exhaust pipe is considerably lowered, and it is unlikely that the additional fuel injected there is immediately ignited,
The additional fuel is discharged to the atmosphere from the exhaust pipe 7 as it is, and rather deteriorates the emission.

【００１０】例えば軽負荷運転時のように、運転条件に
よっては排気ガスの温度が触媒活性化温度（約２５０°
Ｃ）よりも低くなることがあるので、そのような運転条
件では前述のようなエミッション悪化の問題が起こる。
そこで、あらゆる運転条件において触媒によるフィルタ
の再生を支障なく行うために、排気ガスの温度が触媒活
性化温度よりも低くなるような運転条件においては、何
らかの手段によって触媒の温度を触媒活性化温度以上に
高める必要がある。Depending on the operating conditions, such as during light load operation, the temperature of the exhaust gas is the catalyst activation temperature (about 250 ° C.).
Since it may be lower than C), the above-mentioned problem of emission deterioration occurs under such operating conditions.
Therefore, in order to carry out the regeneration of the filter by the catalyst without any problem under all operating conditions, under some operating conditions such that the temperature of the exhaust gas becomes lower than the catalyst activation temperature, the temperature of the catalyst is kept above the catalyst activation temperature by some means. Need to increase.

【００１１】触媒の温度が低い時にそれを触媒活性化温
度以上に高める手段の一つとして、通常の燃料噴射とは
別に、膨張行程において燃料を追加噴射するという方法
が考えられるが、膨張行程において行う追加噴射には最
適の時期や最適の噴射量があって、それから外れると噴
射された燃料が燃焼せずに触媒に供給され、触媒に対す
る十分な昇温効果が得られないだけでなく、追加供給さ
れても燃焼しなかった燃料は触媒によって酸化もされな
いので、そのまま大気中に放出されて却ってエミッショ
ンを悪化させる恐れが多分にある。As a means of increasing the catalyst temperature to a temperature higher than the catalyst activation temperature when the temperature is low, a method of additionally injecting fuel in the expansion stroke can be considered in addition to the normal fuel injection. The additional injection to be performed has an optimum timing and an optimum injection amount, and if it deviates from that, the injected fuel is not burned and is supplied to the catalyst, and not only a sufficient temperature rise effect on the catalyst is not obtained, but also the additional injection is performed. Since the fuel that has not been burned even if supplied is not oxidized by the catalyst, there is a possibility that it will be emitted into the atmosphere as it is and deteriorate emission.

【００１２】前述の従来技術においては、図９に示した
ように、２つのシリンダの燃料ライン３の間にチェック
バルブ８によるバイパス通路を設けているが、このよう
な構成では、＃４のシリンダにおける追加の噴射の時期
は、＃２のシリンダに対する通常の噴射時期と同期して
いるので、＃４シリンダの膨張行程の終期に限られてい
るし、追加の噴射量も＃２シリンダに対する通常の噴射
量に対して一定の割合に限られるというように、通常の
噴射量に従属して決まる量であって、それを自由に変え
ることができないから、膨張行程における追加の燃料噴
射について噴射時期や噴射量を自由に選ぶことができな
い。従って、最適の時期に最適の量を噴射することがで
きないから、前述のように却ってエミッションが悪化す
る場合が生じる。In the above-mentioned prior art, as shown in FIG. 9, the bypass passage by the check valve 8 is provided between the fuel lines 3 of the two cylinders. Since the timing of the additional injection in the # 2 cylinder is synchronized with the normal injection timing for the # 2 cylinder, it is limited to the end of the expansion stroke of the # 4 cylinder, and the additional injection amount is also the normal injection quantity for the # 2 cylinder. It is an amount determined depending on the normal injection amount, such as being limited to a fixed ratio to the injection amount, and it cannot be freely changed. It is not possible to freely select the injection amount. Therefore, since the optimum amount cannot be injected at the optimum time, the emission may worsen as described above.

【００１３】本発明は、触媒付のフィルタを使用すると
共に膨張行程或いは排気行程において追加の燃料噴射を
行う場合に、従来技術における前述のような問題点に対
処して、最適の時期に最適の燃料量を噴射することがで
き、それによって全ての運転条件において触媒付のフィ
ルタの再生を可能とし、一部の運転条件においてもエミ
ッションが悪化するようなことがないようにするための
手段を提供することを目的としている。According to the present invention, when a filter with a catalyst is used and additional fuel injection is performed in the expansion stroke or the exhaust stroke, the above-mentioned problems in the prior art are dealt with and the optimum time is optimized. Provides a means for injecting a quantity of fuel, thereby enabling regeneration of the filter with catalyst under all operating conditions and preventing emission deterioration under some operating conditions The purpose is to do.

【００１４】[0014]

【課題を解決するための手段】本発明は、前記の課題を
解決するための第１の手段として、内燃機関からの排気
管路に設けられて排気中の微粒子を捕集すると共に、そ
れ自体に触媒を担持している触媒付きフィルタと、前記
触媒付きフィルタの温度を検出するための温度検出手段
と、前記温度検出手段が出力する前記触媒付きフィルタ
の温度信号を処理して、それに相応した制御信号を出力
する制御手段と、前記制御手段から出力される制御信号
によって前記触媒付きフィルタの上流側へ燃料を噴射し
て供給する燃料噴射手段とを備えており、しかも、前記
制御手段は、捕集された微粒子が堆積している前記触媒
付きフィルタの再生時において、前記触媒付きフィルタ
の温度が前記触媒の活性化温度以下である場合に、前記
触媒付きフィルタを活性化させると共に微粒子を燃焼温
度に到達させるのに必要な、前記内燃機関の膨張行程お
よび／または排気行程における燃料の噴射時期と噴射量
を演算すると共に、算出された前記燃料の噴射時期と噴
射量の信号を制御信号として前記燃料噴射手段へ出力す
るように構成されていることを特徴とする内燃機関の排
気微粒子浄化装置、および、そのような排気微粒子浄化
装置による触媒付きフィルタの再生方法を提供する。As a first means for solving the above-mentioned problems, the present invention is provided in an exhaust pipe line from an internal combustion engine to collect fine particles in exhaust gas and, at the same time, as such. A catalyst-carrying filter carrying a catalyst, a temperature detecting means for detecting the temperature of the catalyst-carrying filter, and a temperature signal of the catalyst-carrying filter output by the temperature detecting means are processed accordingly. The control means for outputting a control signal, and fuel injection means for injecting and supplying fuel to the upstream side of the catalyst-equipped filter according to the control signal output from the control means, and the control means, When the temperature of the filter with catalyst is equal to or lower than the activation temperature of the catalyst during the regeneration of the filter with catalyst in which the collected fine particles are accumulated, the filter with catalyst is The injection timing and the injection amount of the fuel in the expansion stroke and / or the exhaust stroke of the internal combustion engine, which are necessary to activate the particles and reach the combustion temperature, are calculated, and the calculated injection timing and injection of the fuel are calculated. An exhaust particulate purifying apparatus for an internal combustion engine, which is configured to output a quantity signal as a control signal to the fuel injection means, and a method of regenerating a filter with a catalyst by such an exhaust particulate purifying apparatus. provide.

【００１５】本発明は、前記の課題を解決するための第
２の手段として、内燃機関からの排気管路に設けられて
排気中の微粒子を捕集すると共に、それ自体に触媒を担
持している触媒付きフィルタと、カムによって駆動され
て前記触媒付きフィルタの上流側へ燃料を噴射して供給
する燃料噴射手段とを備えており、しかも、前記カム
は、前記内燃機関の本体への通常の燃料噴射を行うカム
凸部の他に、捕集された微粒子が堆積している前記触媒
付きフィルタの再生時において、前記触媒付きフィルタ
を活性化させると共に微粒子を燃焼温度に到達させるの
に必要な追加の燃料噴射を、前記内燃機関の膨張行程お
よび／または排気行程において行うための別のカム凸部
を備えていることを特徴とする内燃機関の排気微粒子浄
化装置を提供する。As a second means for solving the above problems, the present invention is provided in an exhaust pipe line from an internal combustion engine to collect fine particles in exhaust gas and to carry a catalyst on itself. A filter with a catalyst and a fuel injection unit that is driven by a cam and injects and supplies fuel to the upstream side of the filter with a catalyst, and the cam is a normal injector for the main body of the internal combustion engine. It is necessary to activate the filter with catalyst and to reach the combustion temperature of the fine particles at the time of regeneration of the filter with catalyst in which the collected fine particles are accumulated in addition to the cam convex portion for injecting fuel. There is provided an exhaust particulate purifying apparatus for an internal combustion engine, comprising another cam convex portion for performing additional fuel injection in the expansion stroke and / or the exhaust stroke of the internal combustion engine.

【００１６】[0016]

【作用】本発明の第１の排気微粒子浄化手段において
は、触媒を担持しているフィルタの温度が温度検出手段
によって検出され、その温度信号に相応して制御手段が
燃料噴射手段に制御信号を発してフィルタの上流側へ燃
料を噴射する。しかも、前記制御手段は、捕集された微
粒子が堆積しているフィルタの再生時においてフィルタ
の温度が触媒の活性化温度以下である場合には、触媒を
活性化させると共に微粒子を燃焼温度に到達させるのに
必要な、膨張行程および／または排気行程における追加
の燃料の噴射時期と噴射量を演算し、それを制御信号と
して燃料噴射手段へ出力するので、膨張行程における最
適の時期に追加噴射された最適の量の燃料は、比較的高
温の排気ガスの中で燃焼して排気ガスの温度を高め、フ
ィルタに担持されている触媒を加熱して活性化温度に到
達させる。In the first exhaust particulate purifying means of the present invention, the temperature of the filter carrying the catalyst is detected by the temperature detecting means, and the control means sends the control signal to the fuel injection means in response to the temperature signal. Emits and injects fuel upstream of the filter. Moreover, when the temperature of the filter is equal to or lower than the activation temperature of the catalyst during regeneration of the filter in which the collected fine particles are accumulated, the control means activates the catalyst and reaches the combustion temperature of the fine particles. The additional fuel injection timing and injection amount required for the expansion stroke and / or exhaust stroke are calculated and output to the fuel injection means as a control signal, so that the additional injection is performed at the optimum timing in the expansion stroke. The optimum amount of fuel burns in the exhaust gas at a relatively high temperature to raise the temperature of the exhaust gas and heat the catalyst carried on the filter to reach the activation temperature.

【００１７】触媒が活性化温度に到達すると、それ以後
の膨張行程から排気行程にかけての期間に追加噴射され
る燃料は触媒によって酸化される。そして触媒による酸
化反応によって発生する熱が、フィルタ上に堆積してい
る微粒子を加熱してその着火温度に到達させるので、微
粒子は焼却されてフィルタは再生される。従って、排気
ガスの温度が低くてフィルタに担持されている触媒が活
性化温度に達していないような状態でも、エミッション
を悪化させることなくフィルタの再生を行うことができ
る。When the catalyst reaches the activation temperature, the fuel additionally injected during the subsequent expansion stroke to exhaust stroke is oxidized by the catalyst. Then, the heat generated by the oxidation reaction by the catalyst heats the fine particles deposited on the filter to reach the ignition temperature, so that the fine particles are incinerated and the filter is regenerated. Therefore, even in a state where the temperature of the exhaust gas is low and the catalyst carried on the filter has not reached the activation temperature, the filter can be regenerated without deteriorating the emission.

【００１８】本発明の第２の排気微粒子浄化手段におい
ては、カムによって駆動されて触媒付きフィルタの上流
側へ燃料を噴射する燃料噴射手段が設けられ、そのカム
は、内燃機関の本体への通常の燃料噴射を行うカム凸部
の他に、捕集された微粒子が堆積している触媒付きフィ
ルタの再生時において必要な追加の燃料噴射を、内燃機
関の膨張行程および／または排気行程において行うため
の別のカム凸部を備えているので、そのカム凸部の形状
を適宜に選ぶことにより、膨張行程および／または排気
行程において適量の燃料を最適の時期に追加噴射して、
エミッションを悪化させることなく触媒を活性化させる
と共に、活性化した触媒によって追加噴射された燃料を
酸化して、その反応熱によって堆積した微粒子を加熱
し、燃焼温度に到達させて焼却することによりフィルタ
の再生を行う。In the second exhaust particulate purifying means of the present invention, there is provided fuel injection means for injecting fuel to the upstream side of the filter with catalyst by being driven by a cam, and the cam is normally provided to the main body of the internal combustion engine. In addition to the cam convex portion for injecting fuel, the additional fuel injection required during regeneration of the filter with catalyst on which the collected fine particles are accumulated is performed in the expansion stroke and / or the exhaust stroke of the internal combustion engine. Since another cam convex portion of is provided, by appropriately selecting the shape of the cam convex portion, an appropriate amount of fuel is additionally injected in the expansion stroke and / or the exhaust stroke at the optimum timing,
The filter is activated by activating the catalyst without deteriorating the emission, oxidizing the fuel additionally injected by the activated catalyst, heating the particulates accumulated by the reaction heat, and reaching the combustion temperature for incineration. Play.

【００１９】[0019]

【実施例】図１は本発明の第１実施例のシステム構成を
示すもので、１０は内燃機関本体（ディーゼルエンジ
ン）、１１は電子制御式燃料噴射弁、１２は噴射弁１１
に高圧の燃料を供給するための燃料噴射ポンプを示す。
１３は微粒子捕集装置であって、触媒を担持（例えばコ
ーティング）している触媒付きフィルタ１４を内蔵して
いる。1 shows a system configuration of a first embodiment of the present invention. 10 is an internal combustion engine body (diesel engine), 11 is an electronically controlled fuel injection valve, 12 is an injection valve 11.
1 shows a fuel injection pump for supplying high-pressure fuel.
Reference numeral 13 is a fine particle collecting device, which has a built-in filter 14 with a catalyst supporting (for example, coating) a catalyst.

【００２０】１５はフィルタ１４の前後の差圧を検出す
る差圧センサである。なお、フィルタ１４の再生の時期
を判定するには、差圧センサ１５によらないで、機関回
転数の積算値等の他の指標を用いてもよい。１６はフィ
ルタ１４の温度を検出するための測温体（温度センサ）
であって、フィルタ１４の近傍に取り付けられる。１７
は制御装置であって、マイクロコンピュータを含み、通
常の走行時の種々の制御は勿論、差圧センサ１５や測温
体１６からの信号をもとにしてフィルタ１４の再生の時
期を判定し、燃料の噴射の時期や噴射量の制御等を行
う。１８は吸気絞り弁（スロットルバルブ）であって、
必要に応じて吸入空気量を減少させる役割を有する。Reference numeral 15 is a differential pressure sensor for detecting the differential pressure across the filter 14. In order to determine the regeneration timing of the filter 14, other indicators such as the integrated value of the engine speed may be used instead of the differential pressure sensor 15. Reference numeral 16 is a temperature measuring body (temperature sensor) for detecting the temperature of the filter 14.
And is attached near the filter 14. 17
Is a control device, including a microcomputer, which controls the various types of control during normal traveling as well as the timing of regeneration of the filter 14 based on signals from the differential pressure sensor 15 and the temperature sensing element 16, The fuel injection timing and injection amount are controlled. 18 is an intake throttle valve (throttle valve),
It has a role of reducing the intake air amount as needed.

【００２１】このようなディーゼルエンジン１０のパテ
ィキュレート（排気微粒子）捕集システムにおいて、制
御装置１７は、フィルタ１４におけるパティキュレート
の捕集が進み、差圧センサ１５の検出値が予め設定され
た値を越えると、フィルタ１４を再生するための所定の
手順に従って、機関本体１０の運転状態、特に燃料噴射
弁１１による燃料噴射の噴射パターンを変更する。In such a particulate matter (exhaust particulates) collecting system for the diesel engine 10, the control device 17 causes the filter 14 to collect the particulates and the detection value of the differential pressure sensor 15 is a preset value. When the value exceeds, the operating state of the engine body 10, in particular, the injection pattern of fuel injection by the fuel injection valve 11 is changed according to a predetermined procedure for regenerating the filter 14.

【００２２】図２は図１に示すシステムにおける電子制
御式の燃料噴射系統を示す図であって、制御装置１７か
らの電気信号によって燃料噴射を行う燃料噴射弁１１に
は、燃料噴射ポンプ１２によって昇圧されてリザーバ１
９内の圧力が２０〜１００ＭＰａとなるように調圧され
た高圧の燃料が常時供給されている。機関本体１０が通
常の運転状態にあるか、或いはフィルタ１４の再生状態
にあるかに応じて、制御信号として異なる形の噴射パル
ス信号が制御装置１７から燃料噴射弁１１に出力され、
噴射弁１１に内蔵されているソレノイドコイル、または
圧電素子等からなるアクチュエータが作動して、機関本
体１０の各シリンダ内へ燃料の噴射が行われる。FIG. 2 is a diagram showing an electronically controlled fuel injection system in the system shown in FIG. 1. The fuel injection valve 11 for injecting fuel in response to an electric signal from the controller 17 is provided with a fuel injection pump 12. Boosted to reservoir 1
A high-pressure fuel whose pressure inside 9 is adjusted to 20 to 100 MPa is constantly supplied. Depending on whether the engine body 10 is in a normal operating state or the filter 14 is in a regenerating state, different injection pulse signals are output as control signals from the control device 17 to the fuel injection valve 11,
A solenoid coil incorporated in the injection valve 11 or an actuator composed of a piezoelectric element or the like operates to inject fuel into each cylinder of the engine body 10.

【００２３】次に、通常の運転時および再生時の制御シ
ーケンスを図３のフローチャートに従って説明する。ス
テップ１では、差圧センサ１５が検出するフィルタ１４
の前後差圧ΔＰを時々刻々取り込み、捕集が進んで、機
関回転数や排気温度を用いて補正した後の値が、設定差
圧ΔＰset に達したかどうかをステップ２において判定
する。ΔＰ＞ΔＰset になったと判定されると、再生操
作に移ってステップ３に進む。ステップ３ではフィルタ
１４の温度を知るために、フィルタ１４の内部或いは前
後の端面の近傍のいずれかに取り付けられた測温体１６
の信号Ｔfil を取り込む。この信号Ｔfil が示すフィル
タ１４の温度が触媒の活性化温度Ｔcat（約２５０°
Ｃ）以上であれば、ステップ５において図４の図表に領
域IIによって示されるような膨張行程および排気行程に
おける燃料噴射を行う。Next, the control sequence during normal operation and regeneration will be described with reference to the flow chart of FIG. In step 1, the filter 14 detected by the differential pressure sensor 15
In step 2, it is determined whether or not the differential pressure ΔP before and after is taken in every moment, the collection progresses, and the value after correction using the engine speed and the exhaust temperature has reached the set differential pressure ΔP set . When it is determined that ΔP> ΔP set , the reproduction operation is performed and the process proceeds to step 3. In step 3, in order to know the temperature of the filter 14, the temperature sensing element 16 attached either inside the filter 14 or in the vicinity of the front and rear end faces.
Signal T fil of The temperature of the filter 14 indicated by the signal T fil is the catalyst activation temperature T cat (about 250 °
C) If above, in step 5, fuel injection is performed in the expansion stroke and exhaust stroke as indicated by the area II in the chart of FIG.

【００２４】もし、触媒付きフィルタ１４の温度Ｔfil
が活性化温度Ｔcat 以下であれば、ステップ６におい
て、図４の領域Ｉによって示されるような膨張行程にお
ける燃料噴射を行う。膨張行程の終期よりも比較的早期
から機関本体１０のシリンダ内（燃焼室）へ追加噴射さ
れた燃料は、シリンダ内において比較的高温の燃焼ガス
と混合することによって、余剰空気の酸素と結合して燃
焼し、排気ガスの温度を上昇させる。この際の追加燃料
の着火温度は概ね５００°Ｃ程度である。If the temperature T fil of the filter with catalyst 14 is
Is below the activation temperature T cat , in step 6, fuel injection is performed in the expansion stroke as indicated by the region I in FIG. The fuel additionally injected into the cylinder (combustion chamber) of the engine body 10 relatively early from the end of the expansion stroke mixes with the relatively high temperature combustion gas in the cylinder to combine with oxygen in the excess air. Burns and raises the temperature of the exhaust gas. The ignition temperature of the additional fuel at this time is about 500 ° C.

【００２５】このようにして、温度が上昇した排気ガス
が触媒付きフィルタ１４へ流れることにより、フィルタ
１４に担持された触媒の温度が上昇し、活性化温度（約
２５０°Ｃ）に到達する。それ以後は、追加燃料が触媒
によって酸化されることになる。その酸化反応の熱によ
って、フィルタ１４上に堆積しているパティキュレート
を加熱して、パティキュレートの着火温度（約６５０°
Ｃ）以上に昇温させるので、パティキュレートは着火、
燃焼して焼却されるようになる。追加燃料の供給量と供
給時期は、このような過程に見合うように最適制御され
る。図４はその一例を示したものである。In this way, the temperature of the exhaust gas whose temperature has risen flows to the filter with catalyst 14, whereby the temperature of the catalyst carried on the filter 14 rises and reaches the activation temperature (about 250 ° C.). After that, the additional fuel will be oxidized by the catalyst. The heat of the oxidation reaction heats the particulates deposited on the filter 14 to the ignition temperature (about 650 ° C.) of the particulates.
Since the temperature is raised above C), the particulates ignite,
It will burn and be incinerated. The supply amount and the supply timing of the additional fuel are optimally controlled to meet such a process. FIG. 4 shows an example thereof.

【００２６】フィルタ１４の温度Ｔfil がパティキュレ
ートの燃焼温度である約６５０°Ｃ（これを設定値Ｔ
set とする）を越えており、しかも、その温度に曝され
ている時間が数秒〜数十秒程度の設定時間ｔset を越え
ているときは、フィルタ１４の再生が完了したと見なし
得るため、ステップ７においてその判定を行う。即ち、
フィルタ１４の温度Ｔfil が設定値Ｔset を越えてお
り、且つ、その持続時間が設定値ｔset を越えていたな
らば再生完了として、ステップ８において膨張行程およ
び排気行程における燃料噴射を終了し、通常の運転に戻
る。The temperature T fil of the filter 14 is about 650 ° C., which is the combustion temperature of the particulates (this is the set value T
set ) and the time of exposure to the temperature exceeds the set time t set of several seconds to several tens of seconds, it can be considered that the regeneration of the filter 14 is completed. The determination is made in step 7. That is,
If the temperature T fil of the filter 14 exceeds the set value T set and the duration thereof exceeds the set value t set , the regeneration is completed and the fuel injection in the expansion stroke and the exhaust stroke is ended in step 8. , Return to normal operation.

【００２７】図５に通常運転時および再生時の燃料の噴
射パターンを例示する。図中Ａは通常運転時のもので、
燃料の噴射はピストンの圧縮上死点前５〜２０°ＣＡに
おいて唯１回行う。但し、騒音の低減等の目的で基本噴
射以前に１〜２回程度、少量の噴射（パイロット噴射）
を行う場合もある。このパイロット噴射は図５中に破線
で示している。FIG. 5 illustrates fuel injection patterns during normal operation and regeneration. A in the figure is for normal operation,
The fuel is injected only once at 5 to 20 ° CA before the top dead center of compression of the piston. However, for the purpose of noise reduction etc., a small amount of injection 1 to 2 times before the basic injection (pilot injection)
In some cases. This pilot injection is shown by the broken line in FIG.

【００２８】これに対して、Ｂ〜Ｄはフィルタ１４の再
生時の噴射パターンを示すもので、触媒付きフィルタ１
４の温度Ｔfil が触媒活性化温度Ｔcat 以下であって、
しかも比較的低い場合をＢとし、同じく比較的高い場合
をＣとし、フィルタ１４の温度Ｔfil が触媒活性化温度
Ｔcat 以上の場合をＤとして示している。On the other hand, B to D show injection patterns at the time of regeneration of the filter 14, and the filter with catalyst 1
The temperature T fil of 4 is below the catalyst activation temperature T cat ,
Moreover, the case where the temperature is relatively low is B, the case where it is relatively high is C, and the case where the temperature T fil of the filter 14 is the catalyst activation temperature T cat or higher is shown as D.

【００２９】フィルタ１４の温度Ｔfil が触媒活性化温
度Ｔcat 以下の場合には、エミッションを悪化させるこ
となく触媒が活性化温度以上となるように、予め計算さ
れた適量の燃料を膨張行程の終期よりも早い時期から追
加噴射して燃焼させ、排気ガスの温度を上昇させる。そ
のために、ＢまたはＣに示すように、フィルタ１４の温
度Ｔfil に応じて膨張行程において噴射する燃料量を変
更して調節する。このような操作によってフィルタ１４
の温度が触媒活性化温度Ｔcat 以上となった場合、或い
は、再生開始時に既に触媒活性化温度以上であった場合
には、排気行程において燃料を噴射することにより、未
燃焼の追加燃料をフィルタ１４の触媒に供給し、酸化反
応熱により、フィルタ１４に堆積しているパティキュレ
ートを焼却して除去する。When the temperature T fil of the filter 14 is equal to or lower than the catalyst activation temperature T cat , an appropriate amount of fuel calculated in advance is used in the expansion stroke so that the catalyst is equal to or higher than the activation temperature without deteriorating the emission. The temperature of exhaust gas is raised by additionally injecting and burning the fuel from a time earlier than the end. Therefore, as shown by B or C, the amount of fuel injected in the expansion stroke is changed and adjusted according to the temperature T fil of the filter 14. By such an operation, the filter 14
If the temperature becomes higher than the catalyst activation temperature Tcat , or if it is already higher than the catalyst activation temperature at the start of regeneration, the fuel is injected in the exhaust stroke to filter the unburned additional fuel. 14 is supplied to the catalyst, and the particulate heat deposited on the filter 14 is incinerated and removed by the heat of oxidation reaction.

【００３０】以上のような噴射制御を行うことにより、
フィルタ１４の温度Ｔfil の高低に関わらず、殆ど全て
の運転条件において、エミッションを悪化させることな
く、フィルタ１４の十分な昇温を達成し得るので、フィ
ルタ１４の再生を良好に行うことができる。By performing the injection control as described above,
Regardless of whether the temperature T fil of the filter 14 is high or low, sufficient temperature rise of the filter 14 can be achieved without deteriorating the emission under almost all operating conditions, so that the filter 14 can be regenerated satisfactorily. .

【００３１】図６は本発明の第２実施例を示すもので、
フィルタ１４の上流側に熱容量の小さいセラミックモノ
リス等の前置部材２０を設置したものである。部材２０
にも触媒が担持（例えばコーティング）されており、再
生時に供給される燃料は、先ず前置部材２０によって酸
化される。排気ガスの温度が低くて触媒活性化温度以下
の場合でも、前置部材２０は熱容量が小さいために、膨
張行程における燃料噴射開始後の短時間内に触媒活性化
温度以上に昇温することができる。従って、追加噴射さ
れた燃料が素通りすることが防止され、しかも、前置部
材２０における燃料の酸化反応によって発生する熱が下
流側のフィルタ１４の本体に与えられるので、フィルタ
１４が比較的早く活性化温度に到達することができる。FIG. 6 shows a second embodiment of the present invention.
A front member 20 such as a ceramic monolith having a small heat capacity is installed on the upstream side of the filter 14. Member 20
Also, a catalyst is supported (for example, coated), and the fuel supplied at the time of regeneration is first oxidized by the front member 20. Even when the temperature of the exhaust gas is low and equal to or lower than the catalyst activation temperature, since the front member 20 has a small heat capacity, the front member 20 can rise to the catalyst activation temperature or higher within a short time after the start of fuel injection in the expansion stroke. it can. Therefore, the additionally injected fuel is prevented from passing through, and moreover, the heat generated by the oxidation reaction of the fuel in the front member 20 is given to the main body of the filter 14 on the downstream side, so that the filter 14 is activated relatively quickly. The oxidization temperature can be reached.

【００３２】図７は本発明の第３実施例のシステム構成
を示すもので、燃料噴射ポンプとして列型の噴射ポンプ
２１を用いた例である。第１実施例と同様に、ディーゼ
ルエンジン本体１０の排気管路２２に設けられた微粒子
捕集装置１３のハウジング内には、排気ガスのパティキ
ュレート（微粒子）を捕集するために、例えば、セラミ
ックス製のハニカム構造体に触媒を担持させた耐熱性の
フィルタ１４が設置してある。また、排気管路２２には
フィルタ１４の前後の差圧を検出するための検出手段
（差圧センサ）１５が設けられており、それによって検
出される差圧によりフィルタ１４に捕集されたパティキ
ュレートの量を推定する。FIG. 7 shows the system configuration of the third embodiment of the present invention, which is an example in which a row type injection pump 21 is used as a fuel injection pump. Similar to the first embodiment, in the housing of the particulate collection device 13 provided in the exhaust pipe line 22 of the diesel engine body 10, in order to collect particulates of exhaust gas, for example, ceramics A heat-resistant filter 14 in which a catalyst is carried on a honeycomb structure made of is provided. Further, the exhaust pipe line 22 is provided with a detection means (differential pressure sensor) 15 for detecting the differential pressure before and after the filter 14, and the patty collected by the filter 14 by the differential pressure detected by the detection means 15. Estimate the amount of curate.

【００３３】燃料噴射ポンプ２１の駆動軸２３には、２
段噴射（追加噴射）を行うことができるようにカムの凸
部２４および２５が形成されて、プランジャ２６に係合
可能となっている。フィルタ１４がパティキュレートの
捕集だけを行う通常の運転状態では、カムの２段噴射用
カム凸部２５によって上昇するプランジャ２６によりプ
レッシャーチャンバ２７内の燃料が圧縮、加圧されない
ように、遠隔操作により開閉するバルブ２８をこの時だ
け開くことによって、プレッシャーチャンバ２７内の燃
料を矢印で示す方向の図示しない燃料タンクへ逃がすよ
うに構成されている。通常噴射用のカム凸部２４によっ
てプランジャ２６が上昇する際には、バルブ２８を閉じ
ることによってプレッシャーチャンバ２７内の燃料を圧
縮して、燃料噴射弁２９（２９ａ〜２９ｄ）から機関本
体１０内へ供給する。なお、３０は高圧の燃料を送る噴
射管である。The drive shaft 23 of the fuel injection pump 21 has two
The convex portions 24 and 25 of the cam are formed so that the stepwise injection (additional injection) can be performed, and can be engaged with the plunger 26. In a normal operating state where the filter 14 only collects particulates, the remote operation is performed so that the fuel in the pressure chamber 27 is not compressed or pressurized by the plunger 26 that is lifted by the two-stage injection cam convex portion 25 of the cam. The fuel in the pressure chamber 27 is allowed to escape to the fuel tank (not shown) in the direction shown by the arrow by opening the valve 28 which is opened and closed only by this time. When the plunger 26 is raised by the cam projection 24 for normal injection, the valve 28 is closed to compress the fuel in the pressure chamber 27, and the fuel is injected from the fuel injection valve 29 (29a to 29d) into the engine body 10. Supply. Reference numeral 30 is an injection pipe for sending high-pressure fuel.

【００３４】触媒付きフィルタ１４に捕集されたパティ
キュレートの堆積量が予め定められた値に達し、フィル
タ１４を再生する必要が生じた時には、バルブ２８はフ
ィルタ１４の温度が触媒の活性化温度（約２５０°Ｃ）
以上になるまで加熱するために常時閉弁され、フィルタ
１４を再生するのに必要な未燃焼の追加燃料を主として
膨張行程において機関本体１０内へ供給する。フィルタ
１４の再生のためにカム凸部２５によって追加供給され
る燃料は、ガス化して排気ガスと共に排気管路２２を通
ってフィルタ１４へ流入する。この燃料は、カム凸部２
５の設定によって適切な時期に、適切な量だけ供給する
ことができる。供給された追加燃料は、フィルタ１４に
担持された触媒によって酸化され、その反応熱によって
フィルタ１４上に堆積しているパティキュレートを加熱
して燃焼させるので、フィルタ１４を良好に再生するこ
とが可能になる。このように、追加燃料の噴射時期と噴
射量は、カム凸部２５の形状を変更することによって最
適のものとなし得る。When the amount of particulates collected in the filter with catalyst 14 reaches a predetermined value and the filter 14 needs to be regenerated, the valve 28 controls the temperature of the filter 14 to be the activation temperature of the catalyst. (About 250 ° C)
The valve is always closed to heat it up to the above, and the unburned additional fuel required for regenerating the filter 14 is mainly supplied into the engine body 10 in the expansion stroke. The fuel additionally supplied by the cam convex portion 25 for regeneration of the filter 14 is gasified and flows into the filter 14 through the exhaust pipe line 22 together with the exhaust gas. This fuel is used in the cam protrusion 2
With the setting of 5, it is possible to supply an appropriate amount at an appropriate time. The supplied additional fuel is oxidized by the catalyst carried on the filter 14, and the heat of reaction thereof heats and burns the particulates accumulated on the filter 14, so that the filter 14 can be regenerated well. become. As described above, the injection timing and injection amount of the additional fuel can be optimized by changing the shape of the cam convex portion 25.

【００３５】図８は本発明の第４実施例を示すもので、
図７に示した第３実施例の列型燃料噴射ポンプ２１の代
わりに、所謂分配型の燃料噴射ポンプ３１を用いた場合
の例である。カムプレート３２には、通常の燃料噴射用
凸部３３に加えて、触媒付きフィルタ１４に未燃焼の燃
料ガスを供給するための２段噴射用凸部３４が、通常の
燃料噴射用凸部３３と交互に配置されている。触媒付き
フィルタ１４にパティキュレートを捕集している期間に
おいては、第３実施例の場合と同様に、２段噴射用凸部
３４が図８においてプランジャ３５を右方向に移動させ
てプレッシャーチャンバ３６内の燃料を圧縮、加圧しな
いように、バルブ２８を開くことによって燃料を矢印の
方向に図示しない燃料タンクへ逃がし、未燃焼の燃料ガ
スが触媒付きフィルタ１４へ供給されないようにする。
但し、通常の燃料噴射用凸部３３によって噴射管３０へ
供給される燃料は、バルブ２８を閉じることによって噴
射ノズル２９（２９ａ〜２９ｄ）から機関本体１０の各
シリンダ内へ供給されるようにする。FIG. 8 shows a fourth embodiment of the present invention.
This is an example in which a so-called distribution type fuel injection pump 31 is used instead of the column type fuel injection pump 21 of the third embodiment shown in FIG. 7. In addition to the normal fuel injection protrusions 33, the cam plate 32 includes a two-stage injection protrusion 34 for supplying unburned fuel gas to the catalyst-equipped filter 14, and a normal fuel injection protrusion 33. And are arranged alternately. During the period in which the particulate filter 14 collects the catalyst, as in the third embodiment, the two-stage injection convex portion 34 moves the plunger 35 to the right in FIG. 8 to move the pressure chamber 36 to the right. By opening the valve 28 so as not to compress and pressurize the fuel inside, the fuel is released to the fuel tank (not shown) in the direction of the arrow so that unburned fuel gas is not supplied to the catalyst-equipped filter 14.
However, the fuel supplied to the injection pipe 30 by the normal fuel injection convex portion 33 is supplied from the injection nozzle 29 (29a to 29d) into each cylinder of the engine body 10 by closing the valve 28. .

【００３６】触媒付きフィルタ１４の再生時において、
フィルタ１４を再生するために必要な未燃焼の追加燃料
を供給する間は、バルブ２８は常時閉じられ、２段噴射
用凸部３４によって燃料を、機関本体１０のピストンが
膨張行程にあるシリンダ内へ噴射し、フィルタ１４に未
燃焼の燃料ガスを供給する。その結果、燃料ガスがフィ
ルタ１４に担持されている触媒の介在のもとで酸化さ
れ、その反応熱がフィルタ１４に捕集されたパティキュ
レートを燃焼温度以上に加熱して焼却するので、フィル
タ１４は再生される。During regeneration of the filter 14 with catalyst,
While the unburned additional fuel necessary for regenerating the filter 14 is supplied, the valve 28 is always closed and the two-stage injection convex portion 34 supplies the fuel to the inside of the cylinder in which the piston of the engine body 10 is in the expansion stroke. And the unburned fuel gas is supplied to the filter 14. As a result, the fuel gas is oxidized under the interposition of the catalyst supported on the filter 14, and the reaction heat thereof heats the particulates trapped by the filter 14 to the combustion temperature or higher and incinerates them. Is played.

【００３７】[0037]

【発明の効果】本発明による内燃機関の排気微粒子浄化
装置は、構成が簡単でシステムを小型化することが容易
であるという利点を有すると共に、追加燃料の供給時期
と供給量を自由に制御して、触媒付きフィルタの活性化
を最適の条件で達成することができるので、あらゆる運
転条件において、エミッションを悪化させる恐れなしに
フィルタの再生を行うことができるという特長を有す
る。The exhaust gas purifying apparatus for an internal combustion engine according to the present invention has the advantages that the structure is simple and the system can be easily downsized, and at the same time, the supply timing and supply amount of additional fuel can be freely controlled. Since the activation of the filter with catalyst can be achieved under the optimum conditions, the filter can be regenerated under all operating conditions without fear of worsening the emission.

【図面の簡単な説明】[Brief description of drawings]

【図１】第１実施例のシステム構成図である。FIG. 1 is a system configuration diagram of a first embodiment.

【図２】燃料噴射系統のみを示すシステム構成図であ
る。FIG. 2 is a system configuration diagram showing only a fuel injection system.

【図３】第１実施例の制御シーケンスを示すフローチャ
ートである。FIG. 3 is a flowchart showing a control sequence of the first embodiment.

【図４】膨張行程および排気行程における燃料噴射量を
決定するための図表である。FIG. 4 is a chart for determining a fuel injection amount in an expansion stroke and an exhaust stroke.

【図５】通常運転時および再生時の燃料噴射パターンを
示すタイムチャートである。FIG. 5 is a time chart showing a fuel injection pattern during normal operation and during regeneration.

【図６】第２実施例の要部を示す縦断面図である。FIG. 6 is a vertical cross-sectional view showing the main parts of the second embodiment.

【図７】第３実施例のシステム構成図である。FIG. 7 is a system configuration diagram of a third embodiment.

【図８】第４実施例のシステム構成図である。FIG. 8 is a system configuration diagram of a fourth embodiment.

【図９】従来技術を示すシステム構成図である。FIG. 9 is a system configuration diagram showing a conventional technique.

【符号の説明】[Explanation of symbols]

１…ディーゼルエンジン ２…燃料ポンプ ３…燃料ライン ４…インジェクタ ６…触媒式粒子状物質フィルタ ８…チェックバルブ ９…制御装置 １０…内燃機関本体 １１…電子制御式燃料噴射弁 １２…燃料ポンプ １３…微粒子捕集装置 １４…触媒を担持したフィルタ １５…差圧センサ １６…測温体（温度センサ） １７…制御装置 １９…リザーバ ２０…前置部材 ２１…列型の燃料噴射ポンプ ２４…カム凸部（通常噴射用） ２５…カム凸部（２段噴射用） ２６…プランジャ ２７…プレッシャチャンバ ２８…バルブ ２９…燃料噴射弁 ３１…分配型の燃料噴射ポンプ ３２…カムプレート ３３…燃料噴射用凸部（通常噴射用） ３４…燃料噴射用凸部（２段噴射用） ３５…プランジャ ３６…プレッシャチャンバ Ｔcat …触媒の活性化温度（約２５０°Ｃ） Ｔfil …フィルタの温度 Ｔset …Ｔfil の設定温度 ｔset …Ｔset 以上の温度における持続時間の設定値 ΔＰ…フィルタの前後差圧 ΔＰset …ΔＰの設定値DESCRIPTION OF SYMBOLS 1 ... Diesel engine 2 ... Fuel pump 3 ... Fuel line 4 ... Injector 6 ... Catalytic particulate matter filter 8 ... Check valve 9 ... Control device 10 ... Internal combustion engine main body 11 ... Electronically controlled fuel injection valve 12 ... Fuel pump 13 ... Particulate collection device 14 ... Filter carrying catalyst 15 ... Differential pressure sensor 16 ... Temperature measuring body (temperature sensor) 17 ... Control device 19 ... Reservoir 20 ... Front member 21 ... Row fuel injection pump 24 ... Cam convex portion (For normal injection) 25 ... Cam convex portion (for two-stage injection) 26 ... Plunger 27 ... Pressure chamber 28 ... Valve 29 ... Fuel injection valve 31 ... Distribution type fuel injection pump 32 ... Cam plate 33 ... Fuel injection convex portion (for normal injection) 34 ... fuel injection protrusions (for two-stage injection) 35 ... plunger 36 ... pressure chamber T cat ... activation temperature of the catalyst ( 250 ° C) T fil ... temperature T set ... T fil set temperature t The set ... duration in T set above the temperature set point [Delta] P ... differential pressure [Delta] P The set ... [Delta] P of the filter settings of the filter

Claims (7)

【特許請求の範囲】[Claims] 【請求項１】 内燃機関からの排気管路に設けられて排
気中の微粒子を捕集すると共に、それ自体に触媒を担持
している触媒付きフィルタと、 前記触媒付きフィルタの温度を検出するための温度検出
手段と、 前記温度検出手段が出力する前記触媒付きフィルタの温
度信号を処理して、それに相応した制御信号を出力する
制御手段と、 前記制御手段から出力される制御信号によって前記触媒
付きフィルタの上流側へ燃料を噴射して供給する燃料噴
射手段とを備えており、しかも、 前記制御手段は、捕集された微粒子が堆積している前記
触媒付きフィルタの再生時において、前記触媒付きフィ
ルタの温度が前記触媒の活性化温度以下である場合に、
前記触媒付きフィルタを活性化させると共に微粒子を燃
焼温度に到達させるのに必要な、前記内燃機関の膨張行
程および／または排気行程における燃料の噴射時期と噴
射量を演算すると共に、算出された前記燃料の噴射時期
と噴射量の信号を制御信号として前記燃料噴射手段へ出
力するように構成されていることを特徴とする内燃機関
の排気微粒子浄化装置。1. A catalyst-equipped filter which is provided in an exhaust pipe from an internal combustion engine to collect particulates in exhaust gas and which carries a catalyst on itself, and to detect the temperature of the catalyst-equipped filter. Temperature detecting means, control means for processing the temperature signal of the catalyst-equipped filter output by the temperature detecting means, and outputting a control signal corresponding thereto, and the catalyst-equipped catalyst according to the control signal output from the control means. A fuel injection means for injecting and supplying fuel to the upstream side of the filter; and the control means is provided with the catalyst when the filter with catalyst on which the collected fine particles are accumulated is regenerated. When the temperature of the filter is below the activation temperature of the catalyst,
The fuel injection timing and injection amount in the expansion stroke and / or the exhaust stroke of the internal combustion engine, which are necessary to activate the filter with catalyst and to reach the combustion temperature of fine particles, are calculated, and the calculated fuel is calculated. An exhaust particulate purifying apparatus for an internal combustion engine, which is configured to output the signal of the injection timing and the injection amount as a control signal to the fuel injection means. 【請求項２】 前記触媒付きフィルタが、比較的小容量
で上流側に置かれる部分と、比較的大容量で下流側に置
かれる部分との大小２つの部分からなっている請求項１
記載の内燃機関の排気微粒子浄化装置。2. The catalyst-equipped filter is composed of two parts, a small-sized part placed on the upstream side and a relatively large-sized part placed on the downstream side.
An exhaust gas purification apparatus for an internal combustion engine as described. 【請求項３】 内燃機関からの排気管路に設けられて排
気中の微粒子を捕集すると共に、それ自体に触媒を担持
している触媒付きフィルタと、 カムによって駆動されて前記触媒付きフィルタの上流側
へ燃料を噴射して供給する燃料噴射手段とを備えてお
り、しかも、 前記カムは、前記内燃機関の本体への通常の燃料噴射を
行うカム凸部の他に、捕集された微粒子が堆積している
前記触媒付きフィルタの再生時において、前記触媒付き
フィルタを活性化させると共に微粒子を燃焼温度に到達
させるのに必要な追加の燃料噴射を、前記内燃機関の膨
張行程および／または排気行程において行うための別の
カム凸部を備えていることを特徴とする内燃機関の排気
微粒子浄化装置。3. A catalyst-equipped filter which is provided in an exhaust pipe line from an internal combustion engine to collect particulates in exhaust gas and which carries a catalyst on itself, and a cam-driven filter for driving the catalyst-equipped filter. And a fuel injection means for injecting and supplying the fuel to the upstream side, wherein the cam is provided with a cam projection for performing normal fuel injection to the main body of the internal combustion engine, and the collected fine particles. During the regeneration of the catalyst-carrying filter, which has accumulated, the additional fuel injection necessary for activating the catalyst-carrying filter and for making the particulates reach the combustion temperature is performed by the expansion stroke and / or exhaust gas of the internal combustion engine. An exhaust particulate purifying apparatus for an internal combustion engine, which is provided with another cam convex portion for performing in a stroke. 【請求項４】 前記燃料噴射手段が列型の燃料噴射ポン
プである請求項３記載の内燃機関の排気微粒子浄化装
置。4. The exhaust gas purification apparatus for an internal combustion engine according to claim 3, wherein the fuel injection means is a column-type fuel injection pump. 【請求項５】 前記燃料噴射手段が分配型の燃料噴射ポ
ンプである請求項３記載の内燃機関の排気微粒子浄化装
置。5. The exhaust gas purification apparatus for an internal combustion engine according to claim 3, wherein the fuel injection means is a distributed fuel injection pump. 【請求項６】 前記燃料噴射手段が、前記触媒付きフィ
ルタの再生を行わない前記内燃機関の通常の運転状態に
おいて、前記別のカム凸部による燃料噴射を避けるため
に、プレッシャチャンバに接続された開閉弁をそなえて
いる請求項３ないし５項のいずれか１つに記載の内燃機
関の排気微粒子浄化装置。6. The fuel injection means is connected to a pressure chamber in order to avoid fuel injection by the another cam convex portion in a normal operating state of the internal combustion engine in which the filter with catalyst is not regenerated. The exhaust particulate purification system for an internal combustion engine according to any one of claims 3 to 5, further comprising an on-off valve. 【請求項７】 内燃機関からの排気管路に設けられてそ
れ自体に触媒を担持している触媒付きフィルタによって
前記内燃機関の排気中の微粒子を捕集する段階と、 前記触媒付きフィルタに堆積した微粒子の量に応じて前
記触媒付きフィルタの再生の時期を判定する段階と、 再生の時期と判定された時に、温度検出手段によって前
記触媒付きフィルタの温度を検出する段階と、 前記触媒付きフィルタの温度が前記触媒の活性化温度以
下である場合に、前記触媒付きフィルタの温度信号を受
けている制御手段によって、前記触媒付きフィルタの温
度に応じて、前記触媒付きフィルタを活性化させると共
に微粒子を燃焼温度に到達させるのに必要な燃料の噴射
時期と噴射量を演算し、それを前記制御手段の制御信号
である燃料噴射信号として出力する段階と、 前記内燃機関の膨張行程において、前記制御手段から出
力される燃料噴射信号によって、前記触媒付きフィルタ
の上流側へ燃料を噴射して燃焼させることにより、前記
触媒付きフィルタを加熱して活性化させる段階と、 更に、前記内燃機関の膨張行程および／または排気行程
において、前記触媒付きフィルタの上流側へ噴射して供
給された燃料を、既に活性化された前記フィルタに担持
された触媒によって酸化させることにより発生する反応
熱によって、前記触媒付きフィルタ上に堆積している微
粒子を加熱して微粒子の燃焼温度に到達させることによ
り燃焼させる段階を含む、 内燃機関の排気微粒子浄化装置における触媒付きフィル
タの再生方法。7. A step of collecting fine particles in exhaust gas of the internal combustion engine by a filter with a catalyst provided in an exhaust pipe line from the internal combustion engine and carrying a catalyst on itself, and depositing on the filter with a catalyst. Determining the regeneration timing of the catalyst-equipped filter according to the amount of the particulates, the step of detecting the temperature of the catalyst-equipped filter by temperature detection means when the regeneration timing is determined, and the catalyst-equipped filter. When the temperature of is less than or equal to the activation temperature of the catalyst, the control means receiving the temperature signal of the filter with the catalyst activates the filter with the catalyst in accordance with the temperature of the filter with the catalyst and fine particles. Calculates the fuel injection timing and injection amount required to reach the combustion temperature, and outputs it as a fuel injection signal which is a control signal of the control means. In the expansion stroke of the internal combustion engine, a fuel injection signal output from the control means is used to inject fuel into the upstream side of the catalyst-equipped filter for combustion, thereby heating the catalyst-equipped filter. The step of activating, and further, during the expansion stroke and / or the exhaust stroke of the internal combustion engine, the fuel injected and supplied to the upstream side of the filter with catalyst is supplied with the catalyst carried on the already activated filter. A catalyst in an exhaust particulate purifying apparatus for an internal combustion engine, comprising the step of heating the particulates deposited on the filter with a catalyst by the reaction heat generated by the oxidation to reach the combustion temperature of the particulates for combustion. How to play with a filter.
JP05198194A 1994-03-23 1994-03-23 Exhaust particulate purification device for internal combustion engine Expired - Fee Related JP3485344B2 (en)

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JP05198194A JP3485344B2 (en) 1994-03-23 1994-03-23 Exhaust particulate purification device for internal combustion engine

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Cited By (34)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999032766A1 (en) * 1997-12-22 1999-07-01 Ford Global Technologies, Inc. Temperature control of emission control devices coupled to direct injection engines
FR2774426A1 (en) * 1998-02-02 1999-08-06 Peugeot Activation assistance system for automobile catalytic converter
FR2774428A1 (en) * 1998-02-02 1999-08-06 Peugeot System for regenerating a particle filter in a diesel engine exhaust pipe
FR2774427A1 (en) * 1998-02-02 1999-08-06 Peugeot System for regenerating a particle filter in a diesel engine exhaust pipe
EP1036272A1 (en) * 1997-12-03 2000-09-20 Orbital Engine Company (Australia) Pty. Ltd. Method of injection of a fuel-gas mixture to an engine
WO2000060228A1 (en) * 1999-04-06 2000-10-12 Peugeot Citroen Automobiles Sa Regeneration system for a diesel engine exhaust gas particulate filter
FR2804166A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
FR2804167A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
FR2804169A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for assisting regeneration of particle filter in diesel engine exhaust line has means for determining particle load of filter
FR2804168A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
FR2804170A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa Particle filter regeneration system for Diesel engine includes a control command, which can change the injected fuel amount between two values, for initiating or maintaining the catalysis
JP2001286758A (en) * 2000-04-11 2001-10-16 Matsushita Electric Ind Co Ltd Exhaust gas cleaning material
EP1160435A2 (en) * 2000-05-30 2001-12-05 Peugeot Citroen Automobiles SA System for assisting the regeneration of a particle filter comprised in the exhaust pipe of a diesel vehicle engine
EP1178186A1 (en) * 2000-08-03 2002-02-06 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
FR2812688A1 (en) * 2000-08-03 2002-02-08 Peugeot Citroen Automobiles Sa System regenerating particle filter in exhaust pipe of diesel vehicle has controller lowering combustion temperature of particles and delivering multiple fuel injections in normally inactive period
US6490857B2 (en) 2000-06-29 2002-12-10 Toyota Jidosha Kabushiki Kaisha Device for purifying the exhaust gas of an internal combustion engine
FR2828234A1 (en) * 2001-08-01 2003-02-07 Renault Regeneration of a system for the treatment of exhaust gases, comprises an oxidation catalyst and a particle filter by controlled supplementary fuel injections
EP1291513A2 (en) * 2001-09-07 2003-03-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device of engine
JP2003083036A (en) * 2001-09-14 2003-03-19 Mitsubishi Motors Corp Regeneration control device for particulate filter
EP1387071A1 (en) * 2002-07-31 2004-02-04 Mazda Motor Corporation Engine exhaust gas purification apparatus
WO2004040101A1 (en) * 2002-10-17 2004-05-13 Kabushiki Kaisha Toyota Jidoshokki Device and method for purifying exhaust gas from industrial vehicle engine
US6807807B2 (en) 2002-11-25 2004-10-26 Mitsubishi Fuso Truck And Bus Corporation Exhaust gas purifying apparatus and exhaust gas purifying method for an internal combustion engine
FR2874970A1 (en) * 2004-09-06 2006-03-10 Renault Sas Regenerating the particulate filter of an internal combustion engine equipped with an oxidation catalyst comprises performing two post-injections of fuel
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FR2882101A1 (en) * 2005-02-17 2006-08-18 Peugeot Citroen Automobiles Sa Nitrogen oxide filter regeneration assistance system for four stroke diesel engine, has common manifold unit to trigger post fuel injection, comprised between specific degrees crankshaft to change cylinder into rich mixture functioning mode
US7104049B2 (en) 2003-03-25 2006-09-12 Mitsubishi Fuso Truck & Bus Exhaust gas purifying system and regeneration end determining method
US7254941B2 (en) 2004-05-12 2007-08-14 Denso Corporation Exhaust gas cleaning device for internal combustion engine
CN100363599C (en) * 2004-05-12 2008-01-23 株式会社电装 Exhaust gas cleaning device for internal combustion engine
JP2008025565A (en) * 2006-06-28 2008-02-07 Crf Scpa Regeneration management of diesel particulate filter
EP1998015A1 (en) * 2006-03-17 2008-12-03 Isuzu Motors Limited Method of controlling exhaust gas purification system and exhaust gas purification system
CN102269035A (en) * 2011-06-22 2011-12-07 安徽艾可蓝节能环保科技有限公司 Fuel oil combustion control system for concurrent heating regeneration system of diesel engine tail gas particle catcher
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1036272A1 (en) * 1997-12-03 2000-09-20 Orbital Engine Company (Australia) Pty. Ltd. Method of injection of a fuel-gas mixture to an engine
EP1036272A4 (en) * 1997-12-03 2004-03-24 Orbital Eng Pty Method of injection of a fuel-gas mixture to an engine
WO1999032766A1 (en) * 1997-12-22 1999-07-01 Ford Global Technologies, Inc. Temperature control of emission control devices coupled to direct injection engines
FR2774426A1 (en) * 1998-02-02 1999-08-06 Peugeot Activation assistance system for automobile catalytic converter
FR2774428A1 (en) * 1998-02-02 1999-08-06 Peugeot System for regenerating a particle filter in a diesel engine exhaust pipe
FR2774427A1 (en) * 1998-02-02 1999-08-06 Peugeot System for regenerating a particle filter in a diesel engine exhaust pipe
US6412276B1 (en) 1999-04-06 2002-07-02 Peugeot Citroen Automobiles Sa Regeneration system for a diesel engine exhaust gas particulate filter
WO2000060228A1 (en) * 1999-04-06 2000-10-12 Peugeot Citroen Automobiles Sa Regeneration system for a diesel engine exhaust gas particulate filter
FR2792036A1 (en) * 1999-04-06 2000-10-13 Peugeot Citroen Automobiles Sa SYSTEM FOR AIDING THE REGENERATION OF A PARTICLE FILTER INTEGRATED IN AN EXHAUST LINE OF A DIESEL ENGINE, PARTICULARLY A MOTOR VEHICLE
EP1130227A1 (en) * 2000-01-20 2001-09-05 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
FR2804169A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for assisting regeneration of particle filter in diesel engine exhaust line has means for determining particle load of filter
FR2804170A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa Particle filter regeneration system for Diesel engine includes a control command, which can change the injected fuel amount between two values, for initiating or maintaining the catalysis
EP1130229A1 (en) * 2000-01-20 2001-09-05 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
EP1130230A1 (en) * 2000-01-20 2001-09-05 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
FR2804168A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
EP1130228A1 (en) * 2000-01-20 2001-09-05 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
FR2804166A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
FR2804167A1 (en) * 2000-01-20 2001-07-27 Peugeot Citroen Automobiles Sa System for aiding the regeneration of the particulate filter in the exhaust system of a Diesel automotive vehicle engine
US6484496B2 (en) 2000-01-20 2002-11-26 Peugeot Citroen Automobiles S.A. System for assisting the regeneration of a particle filter integrated into an exhaust line of a motor vehicle diesel engine
JP2001286758A (en) * 2000-04-11 2001-10-16 Matsushita Electric Ind Co Ltd Exhaust gas cleaning material
EP1160435A3 (en) * 2000-05-30 2003-05-02 Peugeot Citroen Automobiles SA System for assisting the regeneration of a particle filter comprised in the exhaust pipe of a diesel vehicle engine
FR2809770A1 (en) * 2000-05-30 2001-12-07 Peugeot Citroen Automobiles Sa SYSTEM FOR AIDING THE REGENERATION OF A PARTICLE FILTER INTEGRATED IN AN EXHAUST LINE OF A DIESEL ENGINE OF A MOTOR VEHICLE
EP1160435A2 (en) * 2000-05-30 2001-12-05 Peugeot Citroen Automobiles SA System for assisting the regeneration of a particle filter comprised in the exhaust pipe of a diesel vehicle engine
US6490857B2 (en) 2000-06-29 2002-12-10 Toyota Jidosha Kabushiki Kaisha Device for purifying the exhaust gas of an internal combustion engine
FR2812689A1 (en) * 2000-08-03 2002-02-08 Peugeot Citroen Automobiles Sa SYSTEM FOR AIDING THE REGENERATION OF A PARTICLE FILTER INTEGRATED IN AN EXHAUST LINE OF A DIESEL ENGINE OF A MOTOR VEHICLE
FR2812688A1 (en) * 2000-08-03 2002-02-08 Peugeot Citroen Automobiles Sa System regenerating particle filter in exhaust pipe of diesel vehicle has controller lowering combustion temperature of particles and delivering multiple fuel injections in normally inactive period
EP1178186A1 (en) * 2000-08-03 2002-02-06 Peugeot Citroen Automobiles SA System to regenerate an exhaust particle filter in a diesel engine
FR2828234A1 (en) * 2001-08-01 2003-02-07 Renault Regeneration of a system for the treatment of exhaust gases, comprises an oxidation catalyst and a particle filter by controlled supplementary fuel injections
EP1283342A1 (en) * 2001-08-01 2003-02-12 Renault s.a.s. Method for regeneration of exhaust gas after-treatment system
EP1291513A2 (en) * 2001-09-07 2003-03-12 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device of engine
EP1291513A3 (en) * 2001-09-07 2004-01-21 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device of engine
US6758037B2 (en) 2001-09-07 2004-07-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Exhaust emission control device of engine
JP2003083036A (en) * 2001-09-14 2003-03-19 Mitsubishi Motors Corp Regeneration control device for particulate filter
JP4506060B2 (en) * 2001-09-14 2010-07-21 三菱自動車工業株式会社 Particulate filter regeneration control device
EP1387071A1 (en) * 2002-07-31 2004-02-04 Mazda Motor Corporation Engine exhaust gas purification apparatus
WO2004040101A1 (en) * 2002-10-17 2004-05-13 Kabushiki Kaisha Toyota Jidoshokki Device and method for purifying exhaust gas from industrial vehicle engine
US6807807B2 (en) 2002-11-25 2004-10-26 Mitsubishi Fuso Truck And Bus Corporation Exhaust gas purifying apparatus and exhaust gas purifying method for an internal combustion engine
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US7104049B2 (en) 2003-03-25 2006-09-12 Mitsubishi Fuso Truck & Bus Exhaust gas purifying system and regeneration end determining method
JP2013068225A (en) * 2004-01-13 2013-04-18 Faurecia Emissions Control Technologies Usa Llc Method and apparatus for controlling fuel-fired burner of emission abatement assembly
DE102005021748B4 (en) * 2004-05-12 2013-05-29 Denso Corporation Exhaust gas purification device for an internal combustion engine
US7254941B2 (en) 2004-05-12 2007-08-14 Denso Corporation Exhaust gas cleaning device for internal combustion engine
CN100363599C (en) * 2004-05-12 2008-01-23 株式会社电装 Exhaust gas cleaning device for internal combustion engine
FR2874970A1 (en) * 2004-09-06 2006-03-10 Renault Sas Regenerating the particulate filter of an internal combustion engine equipped with an oxidation catalyst comprises performing two post-injections of fuel
FR2882102A1 (en) * 2005-02-17 2006-08-18 Peugeot Citroen Automobiles Sa Pollution control regeneration assistance system for four stroke diesel engine of motor vehicle, has control unit and fuel supply manifold unit activating fuel post-injection to produce unburnt hydrocarbon in exhaust gas of engine
FR2882101A1 (en) * 2005-02-17 2006-08-18 Peugeot Citroen Automobiles Sa Nitrogen oxide filter regeneration assistance system for four stroke diesel engine, has common manifold unit to trigger post fuel injection, comprised between specific degrees crankshaft to change cylinder into rich mixture functioning mode
EP1703105A1 (en) * 2005-02-17 2006-09-20 Peugeot Citroën Automobiles S.A. System for assisting the regeneration of a storage/releasing NOX trap in an exhaust system of a motor vehicle
EP1998015A1 (en) * 2006-03-17 2008-12-03 Isuzu Motors Limited Method of controlling exhaust gas purification system and exhaust gas purification system
EP1998015A4 (en) * 2006-03-17 2015-04-22 Isuzu Motors Ltd Method of controlling exhaust gas purification system and exhaust gas purification system
JP2008025565A (en) * 2006-06-28 2008-02-07 Crf Scpa Regeneration management of diesel particulate filter
JP2013144989A (en) * 2006-06-28 2013-07-25 Crf Scpa Regeneration of diesel particulate filter
CN102269035A (en) * 2011-06-22 2011-12-07 安徽艾可蓝节能环保科技有限公司 Fuel oil combustion control system for concurrent heating regeneration system of diesel engine tail gas particle catcher
CN110552806A (en) * 2018-06-01 2019-12-10 通用汽车环球科技运作有限责任公司 system and method for maintaining temperature of catalyst
CN110552806B (en) * 2018-06-01 2021-11-02 通用汽车环球科技运作有限责任公司 System and method for maintaining temperature of catalyst

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