JPH094441A - Internal combustion engine - Google Patents
Internal combustion engineInfo
- Publication number
- JPH094441A JPH094441A JP7156220A JP15622095A JPH094441A JP H094441 A JPH094441 A JP H094441A JP 7156220 A JP7156220 A JP 7156220A JP 15622095 A JP15622095 A JP 15622095A JP H094441 A JPH094441 A JP H094441A
- Authority
- JP
- Japan
- Prior art keywords
- cylinder
- gas
- exhaust passage
- fuel
- internal combustion
- 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.)
- Withdrawn
Links
Classifications
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、液体燃料とガス燃料で
運転する気筒を有する内燃機関、詳しくは、ガス燃料で
運転する気筒から発生する排気ガスを三元触媒を介して
ＮＯｘ還元触媒の還元剤を生成し、同ＮＯｘ還元触媒で
液体燃料で運転する気筒から発生する排気ガス中のＮＯ
ｘの浄化を行なう内燃機関に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine having a cylinder that operates on liquid fuel and gas fuel, and more specifically, to an exhaust gas generated from a cylinder that operates on gas fuel via a three-way catalyst for NOx reduction catalyst. NO in exhaust gas generated from a cylinder that produces a reducing agent and operates on liquid fuel with the NOx reduction catalyst
The present invention relates to an internal combustion engine that purifies x.
【０００２】[0002]
【従来の技術】現在、内燃機関の１つである軽油を燃料
とするディーゼルエンジンは、一般に酸素過剰下で運転
されるためＣＯ、ＨＣの排出量が比べて窒素酸化物（Ｎ
Ｏｘ）の排出量が多く、このＮＯｘの低減対策が課題と
なっている。そこで、車載用のディーゼルエンジンのＮ
Ｏｘ低減対策としては、例えば、触媒担持体の表面にゼ
オライト系のＮＯｘ触媒を収納した触媒コンバータを、
排気ガス通路上に配置している。また、定置式のディー
ゼルエンジンのＮＯｘ低減対策としては、排気ガスにア
ンモニアを還元剤として添加してＮＯｘ触媒と接触さ
せ、排気ガス中のＮＯｘをＮ2とＨ2Ｏとに還元する技術
が知られている。この場合、添加するアンモニアは、タ
ンク内に貯蓄されたものを用いたり、あるいはアンモニ
ア発生器等で発生させている。2. Description of the Related Art At present, a diesel engine that uses light oil as a fuel, which is one of internal combustion engines, is generally operated in an excess of oxygen, so that CO and HC emissions are compared with each other, and nitrogen oxides (N
The emission amount of Ox) is large, and measures to reduce this NOx are an issue. Therefore, N of diesel engine for vehicle
As a measure for reducing Ox, for example, a catalytic converter in which a zeolite-based NOx catalyst is housed on the surface of a catalyst carrier is used.
It is located on the exhaust gas passage. As a NOx reduction measure for a stationary diesel engine, there is known a technique of adding ammonia as a reducing agent to exhaust gas and bringing the NOx catalyst into contact with the exhaust gas to reduce NOx in the exhaust gas into N 2 and H 2 O. Has been. In this case, the ammonia to be added may be the one stored in the tank, or may be generated by an ammonia generator or the like.
【０００３】[0003]
【発明が解決しようとする課題】このようにディーゼル
エンジンのＮＯｘ低減対策として、排気ガス中にアンモ
ニアを還元剤として添加することでＮＯｘを還元する場
合、従来のものでは、添加するアンモニアをタンクや発
生器から排気ガス中に添加しているため、車載用のシス
テムとしては大型化となってしまう。また、アンモニア
は、それ事態有害であり、コスト的にも高価であるの
で、アンモニアタンク内が空になった場合、その補充作
業が確実行なわれるとは限らず、安定して排気ガス中に
添加できないことも考えられる。さらに、衝突の危険性
のある車両に搭載する場合、安全性の点でも問題とな
る。As described above, when NOx is reduced by adding ammonia as a reducing agent to the exhaust gas as a measure for reducing NOx in a diesel engine, in the conventional case, the added ammonia is added to a tank or a tank. Since it is added to the exhaust gas from the generator, it becomes large in size as an in-vehicle system. Also, ammonia is harmful to the situation and expensive, so if the ammonia tank becomes empty, the replenishment work is not always performed reliably, and ammonia is stably added to the exhaust gas. It is possible that you cannot do it. Further, when it is installed in a vehicle that has a risk of collision, there is a problem in safety.
【０００４】[0004]
【課題を解決するための手段】そこで、請求項１記載の
発明では、複数の気筒を有する内燃期間において、上記
複数の気筒の内の少なくとも１つの気筒がガスを燃料と
して運転される気筒で、他の気筒が液体燃料を使用して
運転される気筒であり、上記ガスを使用する気筒に接続
される第１排気通路管と、上記液体燃料を使用する気筒
に接続される第２気通路管と、上記第１排気通路管と第
２排気通路管とが合流した主排気通路と、上記第１排気
通路管に設けられた三元触媒と、上記主排気通路に設け
られた還元触媒とを有する。請求項２記載の発明では、
上記還元触媒が、上記ガスを燃料として運転される気筒
から排出される排気ガスと三元触媒との反応で生成され
る物質を還元剤とする触媒としている。請求項３記載の
発明では、上記ガス燃料を、天然ガスあるいはプロパン
ガスとしている。請求項４記載の発明では、上記内燃機
関をディーゼルエンジンや希薄燃焼エンジンとしてい
る。請求項５記載の発明では、上記ガスを燃料とする気
筒の運転状態を上記液体燃料を使用する気筒の運転状態
に応じて制御する制御手段を備えている。Therefore, in the invention according to claim 1, in an internal combustion period having a plurality of cylinders, at least one of the plurality of cylinders is a cylinder operated by using gas as fuel. The other cylinder is a cylinder operated using liquid fuel, and a first exhaust passage pipe connected to the cylinder using the gas and a second air passage pipe connected to the cylinder using the liquid fuel A main exhaust passage in which the first exhaust passage pipe and the second exhaust passage pipe join together, a three-way catalyst provided in the first exhaust passage pipe, and a reduction catalyst provided in the main exhaust passage. Have. In the invention according to claim 2,
The reduction catalyst is a catalyst that uses as a reducing agent a substance produced by a reaction between the exhaust gas discharged from a cylinder operated with the gas as a fuel and a three-way catalyst. In the invention according to claim 3, the gas fuel is natural gas or propane gas. In the invention according to claim 4, the internal combustion engine is a diesel engine or a lean burn engine. According to a fifth aspect of the present invention, there is provided control means for controlling the operating state of the cylinder that uses the gas as fuel, according to the operating state of the cylinder that uses the liquid fuel.
【０００５】[0005]
【作用】請求項１記載の発明によると、複数の気筒を有
する内燃期間において、上記複数の気筒の内の少なくと
も１つの気筒がガスを燃料として運転される気筒で、他
の気筒が液体燃料を使用して運転される気筒であり、上
記ガスを使用する気筒に接続される第１排気通路管と、
上記液体燃料を使用する気筒に接続される第２気通路管
と、上記第１排気通路管と第２排気通路管とが合流した
主排気通路と、上記第１排気通路管に設けられた三元触
媒と、上記主排気通路に設けられた還元触媒とを有する
ので、ガスを使用する気筒から排出された排気ガスが三
元触媒を介して主排気通路に流入し、液体燃料を使用す
る気筒から排出され第２排気通路管を介して主排気通路
に流入する排気ガスと合流する。この主排気数通路で合
流した燃料の異なる気筒から排出された各排気ガスは、
主排気通路に設けたＮＯｘ還元触媒で排気ガス中のＮＯ
ｘを主に浄化されて排出される。According to the present invention, in the internal combustion period having a plurality of cylinders, at least one of the plurality of cylinders is a cylinder operated by using gas as fuel and the other cylinders are operated by liquid fuel. A first exhaust passage pipe connected to the cylinder that uses the above gas,
A second air passage pipe connected to the cylinder that uses the liquid fuel, a main exhaust passage where the first exhaust passage pipe and the second exhaust passage pipe join together, and three main exhaust passage pipes provided in the first exhaust passage pipe. Since the main catalyst and the reduction catalyst provided in the main exhaust passage are provided, the exhaust gas discharged from the cylinder using the gas flows into the main exhaust passage via the three-way catalyst, and the cylinder using the liquid fuel is used. And is combined with the exhaust gas which is discharged from the main exhaust passage through the second exhaust passage pipe. The exhaust gases discharged from the cylinders with different fuels that merged in this main exhaust passage are
NO in the exhaust gas by the NOx reduction catalyst provided in the main exhaust passage
x is mainly purified and discharged.
【０００６】請求項２記載の発明によると、上記ＮＯｘ
還元触媒が、上記ガスを燃料として運転される気筒から
排出される排気ガスと三元触媒との反応で生成される物
質を還元剤とする触媒であるので、液体燃料を使用する
気筒から排出された排気ガスと、ガス燃料を使用する気
筒から排出され三元触媒で反応して還元剤を含んだ排気
ガスとがＮＯｘ還元触媒に流入すると、同ＮＯｘ還元触
媒と還元剤によって排気ガス中のＮＯｘが還元される。According to the second aspect of the present invention, the NOx is provided.
Since the reduction catalyst is a catalyst that uses as a reducing agent the substance produced by the reaction between the exhaust gas discharged from the cylinder operated with the above gas as fuel and the three-way catalyst, the reduction catalyst is discharged from the cylinder using liquid fuel. When the exhaust gas and the exhaust gas discharged from the cylinder that uses the gas fuel and reacting with the three-way catalyst and containing the reducing agent flow into the NOx reduction catalyst, the NOx reducing catalyst and the reducing agent cause NOx in the exhaust gas. Is reduced.
【０００７】請求項３記載の発明によると、上記ガス燃
料が、天然ガスあるいはプロパンガスであるので、これ
らガスが気筒内で燃焼すると、その排気ガス中に多量の
Ｎ2が発生し、このＮ2と三元触媒とが反応してアンモニ
アが生成され、第１排気通路を流れる排気ガス中に混入
される。請求項４記載の発明によると、内燃機関がディ
ーゼルエンジンや希薄燃焼エンジンであるので、液体燃
料を使用する気筒から排気される排気ガスには、ＨＣや
ＣＯに比べて多量のＮＯｘが含まれる。このＮＯｘを含
んだ排気ガスが第２排気通路管から主排気通路のＮＯｘ
還元触媒に流入すると、排気ガスＮＯｘが、ガス燃料を
使用する気筒から排気される排気ガスと三元触媒との反
応によって生成されるアンモニアによって還元される。
請求項５記載の発明によると、上記液体燃料を使用する
気筒の運転状態に応じて上記ガスを燃料とする気筒の運
転状態を制御する制御手段を備えるので、ガスを燃料と
する気筒から排出される排気ガスと三元触媒との反応に
よって生成される還元剤としてのアンモニアの量が、液
体燃料を使用する気筒から排出され運転状態によって排
気ガスに含まれる量が変化する排気ガス成分の１つであ
るＮＯｘの変化に対応して変化する。According to the third aspect of the invention, since the gas fuel is natural gas or propane gas, when these gases burn in the cylinder, a large amount of N 2 is generated in the exhaust gas, and this N 2 The 2 and the three-way catalyst react with each other to generate ammonia, which is mixed into the exhaust gas flowing through the first exhaust passage. According to the fourth aspect of the invention, since the internal combustion engine is a diesel engine or a lean burn engine, the exhaust gas exhausted from the cylinder that uses the liquid fuel contains a larger amount of NOx than HC or CO. Exhaust gas containing this NOx passes from the second exhaust passage pipe to the NOx in the main exhaust passage.
When flowing into the reduction catalyst, the exhaust gas NOx is reduced by ammonia generated by the reaction between the exhaust gas exhausted from the cylinder that uses the gas fuel and the three-way catalyst.
According to the invention described in claim 5, since the control means for controlling the operating state of the cylinder that uses the gas as fuel is provided according to the operating state of the cylinder that uses the liquid fuel, the gas is discharged from the cylinder that uses gas as fuel. One of the exhaust gas components whose amount of ammonia as a reducing agent generated by the reaction between the exhaust gas and the three-way catalyst is discharged from the cylinder that uses liquid fuel and whose amount contained in the exhaust gas changes depending on the operating condition. Changes corresponding to the change in NOx.
【０００８】[0008]
【実施例】以下、本発明の実施例を図面を用いて説明す
る。図１に符号１で示すディーゼルエンジンは、エンジ
ンブロック２内に液体燃料としての軽油で運転される複
数の気筒３と、ガスとしての天然ガスを燃料として運転
される気筒４が直列に配置されている。気筒４には、主
吸気通路５に接続する吸気通路６と、主排気通路７に接
続する第１排気通路管８とがそれぞれ接続されている。
気筒３には、エアクリーナ１３が先端に配置された主吸
気通路５に接続する吸気マニホールド９と、排気マニホ
ールド１０Ａと主排気通路７とに接続する第２排気通路
管１０とがそれぞれ接続されている。第１排気通路管８
には、三元触媒１１を収納した触媒コンバータ１２が配
置され、主排気通路７には、三元触媒１２よりも下流側
に、排気ガス中のＮＯｘを浄化するＮＯｘ還元触媒１４
を収納したＮＯｘ触媒コンバータ１５が配置されてい
る。Embodiments of the present invention will be described below with reference to the drawings. In a diesel engine indicated by reference numeral 1 in FIG. 1, a plurality of cylinders 3 operated with light oil as liquid fuel and a cylinder 4 operated with natural gas as gas are arranged in series in an engine block 2. There is. An intake passage 6 connected to the main intake passage 5 and a first exhaust passage pipe 8 connected to the main exhaust passage 7 are connected to the cylinder 4, respectively.
An intake manifold 9 connected to a main intake passage 5 provided with an air cleaner 13 at the tip thereof and a second exhaust passage pipe 10 connected to an exhaust manifold 10A and a main exhaust passage 7 are connected to the cylinder 3, respectively. . First exhaust passage pipe 8
A catalytic converter 12 accommodating a three-way catalyst 11 is arranged in the NOx reduction catalyst 14 in the main exhaust passage 7 downstream of the three-way catalyst 12 for purifying NOx in the exhaust gas.
A NOx catalytic converter 15 accommodating therein is arranged.
【０００９】触媒コンバータ１２内に収納された三元触
媒１１は、ハニカム構造の触媒担持体の表面に、白金、
パラジウム系の触媒が一様に付着された周知のもので、
天然ガスを燃料とする気筒４からの排気ガスＧ１と反応
すると、同排気ガスＧ１に多く含まれるＮ2と反応して
多量のアンモニアＮＨ3を生成する特性を備えている。The three-way catalyst 11 housed in the catalytic converter 12 has platinum on the surface of a catalyst carrier having a honeycomb structure.
It is a well-known one with a palladium-based catalyst uniformly attached,
When it reacts with the exhaust gas G1 from the cylinder 4 that uses natural gas as a fuel, it has a characteristic that it reacts with N 2 contained in the exhaust gas G1 to produce a large amount of ammonia NH 3 .
【００１０】ＮＯｘ触媒コンバータ１５に収納されたＮ
Ｏｘ還元触媒１４は、ハニカム構造の触媒担持体の表面
に、チタニア・タングステン系の触媒が一様に付着され
たもので、三元触媒１１で発生したアンモニアＮＨ3を
還元剤として、軽油を燃料とする気筒３からの排気ガス
Ｇ２に多く含まれるＮＯｘを、主にＮ2とＨ2Ｏとに分解
する特性を備えている。N stored in the NOx catalytic converter 15
The Ox reduction catalyst 14 is a catalyst carrier having a honeycomb structure, on which a titania-tungsten-based catalyst is evenly adhered, and uses ammonia NH 3 generated in the three-way catalyst 11 as a reducing agent to fuel diesel fuel. The NOx contained in the exhaust gas G2 from the cylinder 3 is mainly decomposed into N 2 and H 2 O.
【００１１】気筒３と気筒４は、燃料噴射弁１６，１７
をそれぞれ備えいる。燃料噴射弁１６は、燃料パイプ１
８を介して燃料噴射ポンプ１９に連結されている。燃料
噴射ポンプ１９は、ディーゼルエンジン１の図示しない
クランクシャフトの回転力を受けて駆動される列型ポン
プであって、燃料タンク２０から液体燃料（軽油）の供
給を受けている。燃料噴射ポンプ１９は、図示しないア
クセルペダルに連動するロードレバー２１のレバー位置
ＶＬに応じて燃料噴射量を調整し、タイマー２２により
調整される噴射時期に各燃料噴射弁１６を駆動させると
いう周知の構成を採る。ロードレバー２１には、負荷情
報であるレバー位置ＶＬ信号を制御手段とてのコントロ
ーラ２３に伝える負荷センサ２４が設けられている。The cylinders 3 and 4 have fuel injection valves 16 and 17 respectively.
Equipped with each. The fuel injection valve 16 is the fuel pipe 1.
It is connected to the fuel injection pump 19 via 8. The fuel injection pump 19 is an in-line pump that is driven by the rotational force of a crankshaft (not shown) of the diesel engine 1, and is supplied with liquid fuel (light oil) from the fuel tank 20. It is well known that the fuel injection pump 19 adjusts the fuel injection amount according to the lever position VL of the load lever 21 that interlocks with an accelerator pedal (not shown), and drives each fuel injection valve 16 at the injection timing adjusted by the timer 22. Take the composition. The load lever 21 is provided with a load sensor 24 that transmits a lever position VL signal, which is load information, to a controller 23 as a control unit.
【００１２】燃料噴射弁１７には、ガスタンク２５に収
納された天然ガスが供給パイプ２７上に設けられた高圧
ポンプ２６によって制圧されて供給されるようになって
いる。この高圧ポンプ２６は、コントロールユニット２
３の制御下におかれていて、常に一定の圧力で燃料噴射
弁１７にガス燃料を供給するようになっている。燃料噴
射弁１７は、コントロールユニット２３に接続された、
所謂ユニットインジェクタであって、コントロールユニ
ット２３からのオンオフ信号に応じて図示しない弁体を
駆動して、気筒４内へのガス燃料噴射量を制御されてい
る。Natural gas stored in a gas tank 25 is supplied to the fuel injection valve 17 after being suppressed by a high pressure pump 26 provided on a supply pipe 27. This high-pressure pump 26 is used in the control unit 2
Under the control of No. 3, the gas fuel is always supplied to the fuel injection valve 17 at a constant pressure. The fuel injection valve 17 is connected to the control unit 23,
This is a so-called unit injector, which drives a valve body (not shown) in response to an on / off signal from the control unit 23 to control the amount of gas fuel injected into the cylinder 4.
【００１３】コントロールユニット２３は、周知のマイ
クロコンピュータで要部を構成され、ここでは、クラン
ク角センサ２９からエンジン回転数情報Ｎｅを、負荷セ
ンサ２４から負荷情報ＶＬを、主吸気通路５に設けたエ
アフローセンサ２８から吸入吸気量情報ＡＦをそれぞれ
取り込んでいる。このコントローラ２３には、これらエ
ンジン回転数情報Ｎｅや負荷情報ＶＬ及び吸入吸気量情
報ＡＦ等を用いて気筒３から排出される排気ガス中のＮ
Ｏｘ量を算出したマップや、気筒４から排出される排気
ガスＧ２と三元触媒１１との反応により発生するアンモ
ニア量を算出したマップと共に、機関の出力特性を示す
マップ等の各種データが記憶されている。そして、これ
ら各マップからの情報により、エンジン１に要求される
出力と気筒３からの排気ガスに含まれるＮＯｘ量と、こ
のＮＯｘ量を還元するのに必要なアンモニア量に応じて
気筒４への燃料噴射量を決定して、燃料噴射弁１７を制
御している。The control unit 23 is composed of a well-known microcomputer as a main part. Here, the engine speed information Ne from the crank angle sensor 29 and the load information VL from the load sensor 24 are provided in the main intake passage 5. The intake / intake air amount information AF is fetched from the air flow sensor 28, respectively. The controller 23 uses the engine speed information Ne, the load information VL, the intake air intake amount information AF, and the like to determine the N in the exhaust gas discharged from the cylinder 3.
Various data such as a map showing the output characteristic of the engine is stored together with a map showing the Ox amount, a map showing the amount of ammonia generated by the reaction between the exhaust gas G2 discharged from the cylinder 4 and the three-way catalyst 11, and the like. ing. Then, based on the information from each of these maps, the amount of NOx contained in the exhaust gas from the cylinder 3 and the output required of the engine 1 and the amount of ammonia required to reduce this NOx amount are transferred to the cylinder 4. The fuel injection amount is determined and the fuel injection valve 17 is controlled.
【００１４】このような構成のディーゼルエンジン１に
よると、同エンジン１が運転状態となると、気筒３に軽
油燃料が燃料噴射弁１６から噴射されると共に、気筒４
にガス燃料が燃料噴射弁１６から噴射される。各気筒
３，４内では噴射された燃料と主吸気通路５及び吸気通
路６からの吸気により燃焼が行なわれ、各気筒３，４か
ら第２排気通路管１０と第１排気通路管８とにそれぞれ
含有成分の異なる排気ガスＧ２、Ｇ１が排出される。気
筒３は、軽油を燃料としているので、その排気ガスＧ２
には、ＣＯ、ＨＣと共に多量のＮＯｘが含まれてる。一
方、気筒４は、天然ガスを燃料としているので、その排
気ガスＧ１には、燃料中のＣＨ4と吸気中のＯ2との反応
により多量のＨ2が含まれることになる。According to the diesel engine 1 having such a structure, when the engine 1 is in the operating state, the light oil fuel is injected into the cylinder 3 from the fuel injection valve 16 and the cylinder 4 is operated.
The gas fuel is injected from the fuel injection valve 16 to the. Combustion is performed in the cylinders 3 and 4 by the injected fuel and intake air from the main intake passage 5 and the intake passage 6, and the combustion is performed from the cylinders 3 and 4 to the second exhaust passage pipe 10 and the first exhaust passage pipe 8. Exhaust gases G2 and G1 having different contained components are discharged. Since the cylinder 3 uses light oil as fuel, its exhaust gas G2
Contains a large amount of NOx as well as CO and HC. On the other hand, since the cylinder 4 uses natural gas as fuel, its exhaust gas G1 contains a large amount of H 2 due to the reaction between CH 4 in the fuel and O 2 in the intake air.
【００１５】これら排気ガスＧ１，Ｇ２の内、排気ガス
Ｇ２は、第２排気通路管１０から主排気通路７を経てＮ
Ｏｘ還元触媒１４に達し、排気ガスＧ１は、第１排気通
路管８から三元触媒１１、主排気通路７を経てＮＯｘ還
元触媒１４に達する。この時、三元触媒１１では、排気
ガスＧ１のＨ2と三元触媒１１とが次のような反応をし
て多量のアンモニア分子ＮＨ3が生成される。 ２ＮＯ＋５Ｈ2→２Ｈ2Ｏ＋２ＮＨ3 ＮＯ＋ＨＣ＋Ｈ2Ｏ→ＣＯ2 ＋ ＮＨ3 Ｎ2＋３Ｈ2→２ＮＨ3 従って、三元触媒１１を通過した排気ガスＧ１は、アン
モニアを多く含んだ排気ガスとなってＮＯｘ還元触媒１
４に流入される。Of these exhaust gases G1 and G2, the exhaust gas G2 passes from the second exhaust passage pipe 10 through the main exhaust passage 7 to N
After reaching the Ox reduction catalyst 14, the exhaust gas G1 reaches the NOx reduction catalyst 14 from the first exhaust passage pipe 8 through the three-way catalyst 11 and the main exhaust passage 7. At this time, in the three-way catalyst 11, H 2 of the exhaust gas G1 and the three-way catalyst 11 react as follows to generate a large amount of ammonia molecule NH 3 . 2NO + 5H 2 → 2H 2 O + 2NH 3 NO + HC + H 2 O → CO 2 + NH 3 N 2 + 3H 2 → 2NH 3 Therefore, the exhaust gas G1 that has passed through the three-way catalyst 11 becomes an exhaust gas containing a large amount of ammonia and is a NOx reduction catalyst. 1
4
【００１６】排気ガスＧ１、Ｇ２が流入するＮＯｘ還元
触媒１４では、排気ガスＧ１中のアンモニアが還元剤と
なって次のような反応を起こし排気ガスＧ２中のＮＯｘ
がＮ2とＨ2Ｏとに分解される。 ６ＮＯ ＋４ＮＨ3→５Ｎ2＋ ６Ｈ2Ｏ ６ＮＯ2＋８ＮＨ3→７Ｎ2＋１２Ｈ2Ｏ このように、天然ガスを燃料とする気筒４からの排気ガ
スＧ１を三元触媒１１と反応させて多量のアンモニアＮ
Ｈ3を生成し、アンモニアＮＨ3を還元剤とするＮＯｘ還
元触媒１４に、軽油を燃料とする気筒３から排出される
排気ガスＧ２と一緒に流入させることで、排気ガス中の
ＮＯｘを浄化することができる。In the NOx reduction catalyst 14 into which the exhaust gases G1 and G2 flow, the ammonia in the exhaust gas G1 serves as a reducing agent and causes the following reaction to cause NOx in the exhaust gas G2.
Is decomposed into N 2 and H 2 O. 6NO + 4NH 3 → 5N 2 + 6H 2 O 6NO 2 + 8NH 3 → 7N 2 + 12H 2 O Thus, the exhaust gas G1 from the cylinder 4 that uses natural gas as a fuel reacts with the three-way catalyst 11 and a large amount of ammonia N
NO 3 in the exhaust gas is purified by causing H 3 to be generated and flowing into the NOx reduction catalyst 14 using ammonia NH 3 as a reducing agent together with the exhaust gas G 2 discharged from the cylinder 3 using light oil as a fuel. be able to.
【００１７】しかも、この還元剤となるアンモニアは、
気筒４が運転中おいては三元触媒１１と反応して生成さ
れるので、安定して排気ガス中に供給できる。このこと
は、従来のようにアンモニア発生器やアンモニアを収容
するためのタンク等を個別に設けたり車両に搭載する必
要がなくなり、省スペース化を図れ衝突時等の安全性も
良くなる。さらに、生成されるアンモニアの量は、気筒
３からの排気ガス中のＮＯｘ量に応じて、コントローラ
２３で気筒４への燃料噴射量を制御して生成されるの
で、過度なアンモニアの生成が抑えられ、大気中への残
留アンモニアの排出量を少なくできる。Moreover, the ammonia used as the reducing agent is
Since the cylinder 4 is generated by reacting with the three-way catalyst 11 during operation, it can be stably supplied into the exhaust gas. This eliminates the need for separately providing an ammonia generator and a tank for storing ammonia or the like and mounting them on a vehicle as in the prior art, which saves space and improves safety in the event of a collision. Further, the amount of ammonia generated is generated by controlling the fuel injection amount into the cylinder 4 by the controller 23 according to the NOx amount in the exhaust gas from the cylinder 3, so that excessive ammonia generation is suppressed. Therefore, the amount of residual ammonia discharged into the atmosphere can be reduced.
【００１８】なお、本実施例では、ディーゼルエンジン
１を例に説明したが、この他に、液体燃料としてガソリ
ン使用する希薄燃焼エンジンであっも構わない。また、
ガス燃料として天然ガスではなくプロパンガスを用いて
も無論構わない。要は、燃焼後の排気ガスが三元触媒１
１と反応してアンモニアが生成できるガス燃料であれば
良い。In this embodiment, the diesel engine 1 has been described as an example, but other than this, a lean burn engine using gasoline as the liquid fuel may be used. Also,
It goes without saying that propane gas may be used as the gas fuel instead of natural gas. In short, the exhaust gas after combustion is one-way catalyst 1
Any gas fuel that can react with 1 to produce ammonia may be used.
【００１９】[0019]
【発明の効果】本発明によれば、ガスを燃料とする気筒
からの排気ガスを三元触媒と反応させて多量の還元剤
（アンモニア）を生成し、ＮＯｘ還元触媒に、液体燃料
を燃焼する気筒から排出される排気ガスと一緒に流入さ
せるので、排気ガス中のＮＯｘを効率良く浄化すること
ができる。また、本発明によれば、還元剤としてのアン
モニアは、ガスを燃料とする気筒から排気ガスが排出さ
れている間は三元触媒と反応して生成されるので、従来
のように、アンモニア発生器やアンモニアを収容するた
めのタンク等を個別に設ける必要がなく、省スペースで
安全面でも優れる。加えて、アンモニアの補給作業が不
要となると共に、アンモニアの生成量がＮＯｘ量に応じ
て制御されるので、安定してアンモニアがＮＯｘ低減触
媒に供給することとなり、ＮＯｘを効率良く浄化でき、
かつ、過度なアンモニアの生成が抑えられる。According to the present invention, exhaust gas from a cylinder that uses gas as fuel is reacted with a three-way catalyst to generate a large amount of reducing agent (ammonia), and liquid fuel is burned on the NOx reducing catalyst. Since it is introduced together with the exhaust gas discharged from the cylinder, NOx in the exhaust gas can be efficiently purified. Further, according to the present invention, ammonia as a reducing agent is generated by reacting with the three-way catalyst while the exhaust gas is being discharged from the cylinder that uses the gas as fuel. It is not necessary to separately provide a vessel or tank for accommodating ammonia, and it is space-saving and excellent in safety. In addition, ammonia replenishment work becomes unnecessary, and since the amount of ammonia produced is controlled according to the amount of NOx, ammonia can be stably supplied to the NOx reduction catalyst, and NOx can be efficiently purified,
In addition, excessive ammonia generation is suppressed.
【図１】本発明の一実施例を示す内燃機関のシステム構
成図である。FIG. 1 is a system configuration diagram of an internal combustion engine showing an embodiment of the present invention.
１ 内燃機関 ３ 液体燃料運転気筒 ４ ガス燃料運転気筒 ７ 主排気通路 ８ 第１排気通路管 １０ 第２排気通路管 １１ 三元触媒 １４ ＮＯｘ還元触媒 ２３ 制御手段 1 Internal Combustion Engine 3 Liquid Fuel Operated Cylinder 4 Gas Fuel Operated Cylinder 7 Main Exhaust Passage 8 First Exhaust Passage Pipe 10 Second Exhaust Passage Pipe 11 Three-way Catalyst 14 NOx Reduction Catalyst 23 Control Means
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｆ０１Ｎ 3/28 ３０１ Ｆ０１Ｎ 3/28 ３０１Ｃ Ｆ０２Ｂ 43/00 Ｆ０２Ｂ 43/00 Ｚ Ｆ０２Ｄ 19/08 Ｆ０２Ｄ 19/08 Ｃ ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 6 Identification code Internal reference number FI Technical display location F01N 3/28 301 F01N 3/28 301C F02B 43/00 F02B 43/00 Z F02D 19/08 F02D 19 / 08 C
Claims (5)
料として運転される気筒で、残りの気筒が液体燃料を使
用して運転される気筒であり、 上記ガスを使用する気筒に接続される第１排気通路管
と、 上記液体燃料を使用する気筒に接続される第２排気通路
管と、 上記第１排気通路管と第２排気通路管とが合流した主排
気通路と、 上記第１排気通路管に設けられた三元触媒と、 上記主排気通路に設けられたＮＯｘ還元触媒とを有する
ことを特徴とする内燃機関。1. An internal combustion engine having a plurality of cylinders, wherein at least one of the plurality of cylinders is a cylinder operated by using gas as fuel, and the remaining cylinders are operated by using liquid fuel. A first exhaust passage pipe connected to the cylinder using the gas, a second exhaust passage pipe connected to the cylinder using the liquid fuel, the first exhaust passage pipe and the second exhaust passage pipe An internal combustion engine, comprising: a main exhaust passage, which is joined to the main exhaust passage, a three-way catalyst provided in the first exhaust passage pipe, and a NOx reduction catalyst provided in the main exhaust passage.
して運転される気筒から排出される排気ガスと三元触媒
との反応で生成される物質を還元剤とする触媒であるこ
とを特徴とする請求項１記載の内燃機関。2. The NOx reduction catalyst is a catalyst using as a reducing agent a substance produced by a reaction between an exhaust gas discharged from a cylinder operated with the gas as a fuel and a three-way catalyst. The internal combustion engine according to claim 1, wherein
ンガスであることを特徴とする請求項１または２記載の
内燃機関。3. The internal combustion engine according to claim 1, wherein the gas fuel is natural gas or propane gas.
いは、希薄燃焼エンジンであることを特徴とする請求項
３記載の内燃機関。4. The internal combustion engine according to claim 3, wherein the internal combustion engine is a diesel engine or a lean burn engine.
上記液体燃料を使用する気筒の運転状態に応じて制御す
る制御手段を備えることを特徴とする請求項１乃至４の
何れかに記載の内燃機関。5. The operating state of the cylinder using the gas as fuel,
The internal combustion engine according to any one of claims 1 to 4, further comprising: a control unit that controls according to an operating state of a cylinder that uses the liquid fuel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7156220A JPH094441A (en) | 1995-06-22 | 1995-06-22 | Internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP7156220A JPH094441A (en) | 1995-06-22 | 1995-06-22 | Internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH094441A true JPH094441A (en) | 1997-01-07 |
Family
ID=15622988
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP7156220A Withdrawn JPH094441A (en) | 1995-06-22 | 1995-06-22 | Internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH094441A (en) |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0796983A1 (en) * | 1996-03-22 | 1997-09-24 | Toyota Jidosha Kabushiki Kaisha | Device for purifying exhaust gas of engine |
| FR2772425A1 (en) * | 1997-12-17 | 1999-06-18 | Renault | EXHAUST DEVICE FOR AN INTERNAL COMBUSTION ENGINE WITH LOW NITROGEN OXIDE EMISSION RATES AND METHOD FOR REDUCING NITROGEN OXIDES EMITTED IN EXHAUST GASES |
| US6047542A (en) * | 1995-11-17 | 2000-04-11 | Toyota Jidosha Kabushiki Kaisha | Method and device for purifying exhaust gas of engine |
| US6109024A (en) * | 1997-05-12 | 2000-08-29 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification device for an internal combustion engine |
| US6338244B1 (en) * | 1999-03-06 | 2002-01-15 | Daimlerchrysler Ag | Exhaust gas purification process and apparatus with internal generation of ammonia for reducing nitrogen oxide |
| US6345496B1 (en) | 1995-11-09 | 2002-02-12 | Toyota Jidosha Kabushiki Kaisha | Method and device for purifying exhaust gas of an engine |
| US7464540B2 (en) * | 2006-05-31 | 2008-12-16 | Caterpillar Inc. | Ammonia producing engine utilizing oxygen separation |
| US7490462B2 (en) | 2006-02-21 | 2009-02-17 | Caterpillar Inc. | Turbocharged exhaust gas recirculation system |
| US7552583B2 (en) * | 2004-11-08 | 2009-06-30 | Caterpillar Inc. | Exhaust purification with on-board ammonia production |
| KR101526103B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526101B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526102B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526104B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
-
1995
- 1995-06-22 JP JP7156220A patent/JPH094441A/en not_active Withdrawn
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6345496B1 (en) | 1995-11-09 | 2002-02-12 | Toyota Jidosha Kabushiki Kaisha | Method and device for purifying exhaust gas of an engine |
| US6047542A (en) * | 1995-11-17 | 2000-04-11 | Toyota Jidosha Kabushiki Kaisha | Method and device for purifying exhaust gas of engine |
| US5964088A (en) * | 1996-03-22 | 1999-10-12 | Toyota Jidosha Kabushiki Kaisha | Device for purifying exhaust gas of engine |
| EP0796983A1 (en) * | 1996-03-22 | 1997-09-24 | Toyota Jidosha Kabushiki Kaisha | Device for purifying exhaust gas of engine |
| US6109024A (en) * | 1997-05-12 | 2000-08-29 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification device for an internal combustion engine |
| FR2772425A1 (en) * | 1997-12-17 | 1999-06-18 | Renault | EXHAUST DEVICE FOR AN INTERNAL COMBUSTION ENGINE WITH LOW NITROGEN OXIDE EMISSION RATES AND METHOD FOR REDUCING NITROGEN OXIDES EMITTED IN EXHAUST GASES |
| EP0924400A1 (en) * | 1997-12-17 | 1999-06-23 | Renault | Exhaust apparatus for low NOx emission internal combustion engines and process for reducing NOx emitted in the exhaust gas |
| US6338244B1 (en) * | 1999-03-06 | 2002-01-15 | Daimlerchrysler Ag | Exhaust gas purification process and apparatus with internal generation of ammonia for reducing nitrogen oxide |
| US7552583B2 (en) * | 2004-11-08 | 2009-06-30 | Caterpillar Inc. | Exhaust purification with on-board ammonia production |
| US7490462B2 (en) | 2006-02-21 | 2009-02-17 | Caterpillar Inc. | Turbocharged exhaust gas recirculation system |
| US7464540B2 (en) * | 2006-05-31 | 2008-12-16 | Caterpillar Inc. | Ammonia producing engine utilizing oxygen separation |
| KR101526103B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526101B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526102B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
| KR101526104B1 (en) * | 2014-01-10 | 2015-06-05 | 자동차부품연구원 | Internal combustion engine having pyrolysis gas generating cylinder and exhaust gas purifying system |
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