JPS59105915A - Exhaust gas purifying method of diesel engine equipped with turbosupercharger - Google Patents
Exhaust gas purifying method of diesel engine equipped with turbosuperchargerInfo
- Publication number
- JPS59105915A JPS59105915A JP57215383A JP21538382A JPS59105915A JP S59105915 A JPS59105915 A JP S59105915A JP 57215383 A JP57215383 A JP 57215383A JP 21538382 A JP21538382 A JP 21538382A JP S59105915 A JPS59105915 A JP S59105915A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- trap
- temperature
- exhaust
- diesel engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/0236—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using turbine waste gate valve
-
- 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
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/12—Control of the pumps
- F02B37/18—Control of the pumps by bypassing exhaust from the inlet to the outlet of turbine or to the atmosphere
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
Abstract
Description
【発明の詳細な説明】
本発明はターメチャージャ伺ディーゼルエンジンにおけ
る排気ガスの浄化方法に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method for purifying exhaust gas in a termicharger diesel engine.
ｆｌ’Ｚ Ｋ ｆ” イーゼルエンジンの排気浄化装置
としてはその排気ガス中に宮まれるカービン粒子及びそ
れと同様な粒状物（排気微粒子またはツクティキーレー
ト）を物理的方法によってフィルタエレメント等の適切
な捕集材に捕集し、捕集された排気微粒子を周期的に焼
却し、捕集材を再生する・！ティキュレートトラップが
用いられている。fl'Z K f'' An easel engine exhaust purification system is designed to remove carbine particles and similar particulate matter (exhaust particulates or tsukti key rate) contained in the exhaust gas by using a physical method to properly capture them using a filter element, etc. Ticulate traps are used, which collect the exhaust particles in a collection material, periodically incinerate the collected exhaust particles, and regenerate the collection material.
この棟のｉ？ティキュレートトラップは一般にパティキ
ーレートを捕集する捕集拐（ドラッグ材）と、この捕集
材によシ捕果されたパティキーレートを着火燃焼せしめ
る電気ヒータとを有する。一般には、電気ヒータを捕集
拐の前端面に取シ付け、このヒータによシ捕集材の表面
に付着した排気微粒子を燃焼させ、それを熱源として下
流の微粒子を自燃させるようになっている。またこれと
は別に例えば吸気系で吸気絞シ（スロットリング）を行
ったりあるいは点火時期をリタードさせたシすることＫ
よシ排気ｆス温をノ母ティキーレート着火に必要な高温
度まで上昇させヒータを不要にしたシあるいはスロット
リングやリタードをヒータと組合せて行う方式のものも
ある。いずれにしろ排気ガス温を上昇させてパティキュ
レート着火を容易にするという目的においては同様であ
る。従つて、ヒータが無い場合は勿論のこと、ヒータを
有する場合でもその所要加熱温度をできるだけ小さくし
て消費電力を極力少くする目的でできるだけ高温の排気
ガスをドラッグに送り込むようにすることは極めて肝要
である。i in this building? A ticulate trap generally includes a drug material that collects particulate matter, and an electric heater that ignites and burns the particulate material that is trapped by the drug material. Generally, an electric heater is attached to the front end of the collection material, and this heater burns the exhaust particulates adhering to the surface of the collection material, and uses this as a heat source to cause the downstream particulates to self-combust. There is. In addition to this, for example, it is possible to throttle the intake system or retard the ignition timing.
There are also systems that raise the temperature of the exhaust gas to the high temperature required for ignition at the primary rate and eliminate the need for a heater, or that combine throttling or retardation with a heater. In any case, the purpose of increasing the exhaust gas temperature and facilitating particulate ignition is the same. Therefore, it is extremely important to send exhaust gas as high as possible to the drag in order to minimize the required heating temperature and reduce power consumption as much as possible, not only when there is no heater, but even when there is a heater. It is.
一方、ターボチャージャ付ディーゼルエンジンは排気ガ
スによシ駆動される排気タービンによりコンプレッサを
回転せしめそ几により吸入空気をエンジンに過給、し出
力の増大をはかったものであるが、斯かるターボチャー
ジャ付ディーゼルエンジンにおいてはタービンで仕事を
した排気ガスはその仕事分だけ熱損失が生じる。従って
タープチャージャ付ディーゼルエンジンの排気タービン
下流の排気管に上述の如きパティキーレートトラップを
配設した排気浄化装置にあってはタープチャージャを有
しない通常のディーゼルエンジンの場合に比し排気ガス
塩が低下し、ツクティキュレートトラップのヒータの消
費電力が多くなるという問題があった。On the other hand, a turbocharged diesel engine uses an exhaust turbine driven by exhaust gas to rotate a compressor, which supercharges intake air to the engine to increase output. In a diesel engine equipped with a diesel engine, the exhaust gas that has undergone work in the turbine undergoes heat loss corresponding to the work done. Therefore, in an exhaust purification system in which a particulate rate trap as described above is installed in the exhaust pipe downstream of the exhaust turbine of a diesel engine equipped with a tarp charger, the amount of exhaust gas salts is lower than in the case of a normal diesel engine without a tarp charger. There was a problem that the power consumption of the heater of the cutticulate trap increased.
本発明は斯かる点に鑑みタープチャージャ付のディーゼ
ルエンジンにおいて如何にして排気ガス塩をその温度を
低下させることなくノ！ティキーレートトラップに送り
込み得るようにするかという課題に対する指針を与える
ものである。In view of these points, the present invention provides a method for removing exhaust gas salts in a diesel engine equipped with a tarp charger without lowering its temperature. This provides guidelines for the issue of how to make it possible to feed into a tiki rate trap.
斯かる目的を達成するために本発明によればトラップの
再生時に排気ガスはタープチャージャの排気タービンを
通ることなく迂回して直接パティキーレートトラップに
流入せしめられる。排気タービンを迂回させる手段とし
て本願発明者はターボチャージャのウェストダートバル
ブに着眼した。To achieve this object, according to the present invention, during trap regeneration, exhaust gas bypasses the exhaust turbine of the tarp charger and flows directly into the particulate rate trap. The inventor of the present application focused on the waste dart valve of a turbocharger as a means for bypassing the exhaust turbine.
即ち、ターボチャージャには一般にその破損を防止すべ
く過給圧の上限を制限するウェス）ｆ−トバルプが設け
られている。ウェストゲートパルプは一般には排気ター
ビンを迂回して排気タービンの上下流部分を連結するパ
イ／４’ス管路中に設けられ、過給圧が所定埴を越える
とウェストゲートパルプが開放して排気ガスを排気ター
ビンに送ることなく直接排気管に逃がし、それＫよシそ
れ以上タービンを駆動しないようにするだめのものであ
る。本発明ではトラップ再生時にもこのウェストゲ−ト
パルブを強制的に開放し排気ガスを直接トラツノ０に送
り込み得るようにしている。That is, a turbocharger is generally provided with a waste valve that limits the upper limit of boost pressure in order to prevent damage to the turbocharger. The wastegate pulp is generally installed in the piping/fourth pipe connecting the upstream and downstream parts of the exhaust turbine, bypassing the exhaust turbine, and when the boost pressure exceeds a predetermined value, the wastegate pulp opens and exhausts the gas. The purpose is to allow the gas to escape directly into the exhaust pipe without sending it to the exhaust turbine, and prevent it from driving the turbine any further. In the present invention, this waste gate valve is forcibly opened even during trap regeneration so that exhaust gas can be sent directly to the trap horn 0.
以下、図面を参照して本発明の一実施例につき１、−ｆ
−卸ＩＫ説明する。Hereinafter, with reference to the drawings, one embodiment of the present invention will be described.
-Explain wholesale IK.
ターボチャーツヤは公知の妬く吸気系１内に配置された
コンプレッサ３と、このコンプレッサ３にターボシャフ
ト５を介して連結される排気タービン７とから構成され
る。タービンケーシング９は排気管１１の一部を構成し
、排気タービン７がエンジン（図示せず）刀島らの排気
ガス（矢印Ｅｘ）によシ１駆動されるとその回転出力が
コンプレッサ３に伝えられエンジンに吸気（矢印Ｉｎ）
を過給する。排気タービン７を迂回するバイパス管１５
は通常はウェストゲ−トパルプ１９によシ閉鎖され、排
気ガスの全量が排気タービン７に送られその駆動源とし
て利用される。ウェストゲートパルプ１９が開放せしめ
られると排気ガスはその大部分が破線矢印で示す如くパ
イ・ぐス管１５を通って直接タービン７の下流側排気管
に逃ける。何となればターーンの通気抵抗はパイＡ？ス
管１５のそれに比しはるかに大きいからである。The turbocharger is comprised of a compressor 3 disposed within a known air intake system 1 and an exhaust turbine 7 connected to the compressor 3 via a turboshaft 5. The turbine casing 9 constitutes a part of the exhaust pipe 11, and when the exhaust turbine 7 is driven by exhaust gas (arrow Ex) from an engine (not shown), the rotation output is transmitted to the compressor 3. Intake into the engine (arrow In)
supercharge. Bypass pipe 15 that bypasses the exhaust turbine 7
is normally closed by a wastegate pulp 19, and the entire amount of exhaust gas is sent to the exhaust turbine 7 and used as its driving source. When the waste gate pulp 19 is opened, most of the exhaust gas escapes directly to the downstream exhaust pipe of the turbine 7 through the pipe 15 as shown by the broken line arrow. What is the ventilation resistance of the turn? This is because it is much larger than that of the gas pipe 15.
排気管１１内に配置されるノＰティキーレートトラップ
２３は周知の如く排気パティキュレートを捕集する捕集
材２７とこの捕集材２７により捕集されたパティキュレ
ートを着火燃焼せしめるヒータ２５（前述の如くヒータ
は無い場合もある）とをトラップ容器２９内に配設した
ものであり捕集ノＪ？ティキー７−トを適宜燃焼するこ
とによシ再生可能となっている。ヒータ２５への通電時
期、即ちトラップの再生時期は公知の如くエンジン負荷
、エンジン水温、車速、トラップ床温等の制御・！ラメ
ータ信号Ｓに基いて制御装置３１により制御される。例
えばトラ、ゾ床温は捕集材２７内に配置した熱電対３９
により測定され得る。その他の制御・ぐラメータの検出
センサもすべて公知であり図示を省略する。尚、３３は
ヒータ２５の電源／？ツテリである。As is well known, the particle trap 23 disposed inside the exhaust pipe 11 includes a collection material 27 that collects exhaust particulates and a heater 25 that ignites and burns the particulates collected by the collection material 27. (There are cases where there is no heater, as in the case of the trap container 29). It can be regenerated by appropriately burning the tikit. As is well known, the timing of energizing the heater 25, that is, the timing of regenerating the trap, is determined by controlling engine load, engine water temperature, vehicle speed, trap bed temperature, etc. It is controlled by a control device 31 based on a parameter signal S. For example, the thermocouple 39 placed inside the collection material 27 determines the bed temperature.
It can be measured by All other control/grammeter detection sensors are also well known and will not be illustrated. In addition, 33 is the power supply of the heater 25/? It's a tsuteri.
以上の如き排気浄化装置において本発明によればトラッ
プ再生時にウェストゲートパルプ１９が過給圧とは無関
係に強制的に開弁せしめられる。According to the present invention in the exhaust gas purification device as described above, the waste gate pulp 19 is forcibly opened regardless of the boost pressure during trap regeneration.
その結果、排気ガスはｒ）ｉ、ｉ述の如くそのほとんど
がパイ・Ｐス管１５全通ってトラップ２３に１σ接流入
し、従って排気ガス幌はタービン７で仕事をしない分だ
け高温を保持する。また、排気ガスがパイ・ゼスされる
と過給圧が低下するのでその分だけ吸気量が低下し、そ
の結果その吸気幇減少分だけ排気ガス温か更に十昇する
という副次的効果も奏する。As a result, as described in r)i and i, most of the exhaust gas passes through the entire pi-ps pipe 15 and flows into the trap 23 at a 1σ angle, so that the exhaust gas canopy maintains a high temperature by the amount of work not done by the turbine 7. do. Furthermore, when the exhaust gas is exhausted, the supercharging pressure decreases, so the intake air amount decreases by that amount, and as a result, there is also the secondary effect that the exhaust gas temperature rises by an additional 10 degrees by the amount of the intake air reduction.
ウエストケ゛−１−バルブ１９を開閉するアクチュエー
タとして例えばダイヤフラム装置４０が用いられる。ダ
イヤフラム装置４０はダイヤフラム４２により仕切られ
た過給圧室４４と負圧室４１とを有し、過給圧室４４は
コンプレッサ３の下流側過給圧領域に連結され、他方、
負圧室４１は負圧切替弁ＶＳＶ ５０を介して負圧源（
例、バキーームボンｆ）に連結される。ダイヤフラム４
２はロッド４５によシウエストグートバルブ１９にリン
ク結合され、図においてダイヤフラム４２が右方に動く
とウェス）ｆ−トバルプ１９は開弁せしめられる。負圧
室４１内にはばね４３が配置されダイヤフラム４２を図
において常に左方に押圧している。その結果過給圧がば
ね４３のばね荷重によって決定される所定の上限値を越
えるとダイヤフラム４２を右方に押しウエストケ゛−ト
バルブ１９を開弁せしめ過給圧の上限値を制限する。負
圧室４１は通常はＶＳＶ ５０により例えは大気に開放
されている。本発明によればＶＳＶ ５０はトラップ再
生時のみその再生信号Ｓｏを受けて負圧源側に切替えら
れ負圧室４１に負圧を導く。その結果、ダイヤフラム４
２は過給圧室４４に作用する過給圧とは無関係に、即ち
過給圧が作用していないときでも右側に吸引されウェス
）ｆ−）バルブ１９を強制的に開放する。このようにし
てトラップ再生時にウエストケ゛−トバルブを開放し当
初の目的を達成することができる。For example, a diaphragm device 40 is used as an actuator for opening and closing the waistband 1-valve 19. The diaphragm device 40 has a boost pressure chamber 44 and a negative pressure chamber 41 separated by a diaphragm 42, the boost pressure chamber 44 is connected to the downstream boost pressure region of the compressor 3, and
The negative pressure chamber 41 is connected to a negative pressure source (
For example, it is connected to a bakimbong f). diaphragm 4
2 is linked to the waist valve 19 by a rod 45, and when the diaphragm 42 moves to the right in the figure, the waste valve 19 is opened. A spring 43 is arranged within the negative pressure chamber 41 and constantly presses the diaphragm 42 to the left in the figure. As a result, when the supercharging pressure exceeds a predetermined upper limit determined by the spring load of the spring 43, the diaphragm 42 is pushed to the right and the waist gate valve 19 is opened to limit the upper limit of the supercharging pressure. Negative pressure chamber 41 is normally open to the atmosphere, for example, by VSV 50. According to the present invention, the VSV 50 is switched to the negative pressure source side in response to the regeneration signal So only during trap regeneration, and leads negative pressure to the negative pressure chamber 41. As a result, diaphragm 4
2 is drawn to the right side regardless of the supercharging pressure acting on the supercharging pressure chamber 44, that is, even when no supercharging pressure is acting, and forcibly opens the valve 19. In this manner, the waist gate valve can be opened during trap regeneration to achieve the original purpose.
同、天際上は排気ガスの温度が低い低速運転域において
は本発明の顕著な効果は期待でｆ！！ないので本発明は
中、高速域において実施するのが望ましい。中、高速域
においては排気温か少くとも３５０℃以上あると考えら
れ、一般には５５ｋｍ／ｈぐらいの中速域で４８０℃位
になる。パティキュレート（すす）の自燃温度は約５６
０℃位であるがトラップに触媒を担持しておけば燃焼開
始温度が約１００℃位下がるので４８０℃位の排気ガス
をそのままトラップに送り込めばヒータの助けをかりな
くても十分パティキーレートを自燃させることができる
。この場合、ウェストゲートバルブの開弁時間は５分位
が適当である。当然のことながらドラッグがヒータを有
する場合にはそれ程高い排気ガス温は不要である。Similarly, in the low-speed driving range where the exhaust gas temperature is extremely low, the present invention is expected to have a remarkable effect. ! Therefore, it is desirable to carry out the present invention in the medium to high speed range. In medium to high speed ranges, the exhaust gas temperature is thought to be at least 350°C or higher, and generally reaches around 480°C in medium speed ranges of around 55 km/h. The self-combustion temperature of particulates (soot) is approximately 56
The temperature is about 0℃, but if the trap supports a catalyst, the combustion start temperature will be lowered by about 100℃, so if exhaust gas at about 480℃ is sent directly to the trap, the particulate rate will be sufficient without the help of a heater. can self-combust. In this case, the opening time of the waste gate valve is approximately 5 minutes. Naturally, if the drag has a heater, such a high exhaust gas temperature is not required.
以上の如く本発明によれば特別な装置をほとんど付加す
ることなく簡単な方法で排気ガス温の上昇がはかれ、ト
ラップを再生できる。As described above, according to the present invention, the exhaust gas temperature can be increased in a simple manner without adding any special equipment, and the trap can be regenerated.
図面は本発明に係る排気浄化方法を実施するだめの構造
の一実施例を示す図解図。
３・・・コンプレッサ、７・・・排気タービン、１１・
・・排気管、１５・・・バイノ々ス管、１９・・・ウェ
ストデートバルブ、２３・・・パティキュレートトラツ
！、４０・・・ダイヤフラム装置、５０・・・負圧切替
弁。The drawing is an illustrative view showing an embodiment of the structure of a vessel for carrying out the exhaust gas purification method according to the present invention. 3...Compressor, 7...Exhaust turbine, 11.
... Exhaust pipe, 15... Binosu pipe, 19... West date valve, 23... Particulate truck! , 40... diaphragm device, 50... negative pressure switching valve.
Claims (1)
トゲートバルブを設けた型のターボチャージャ付ディー
ゼルエンジンにおいてその排気タービン下流の排気管路
中に設けたディーゼルノ９ティキーレートｌ−ラップに
より排気ガスを浄化するに際して、・クティキーレート
トラップの再生時に上記ウェストダートバルブを所定時
間開弁せしめることを特徴とするターボチャージャ付デ
ィーゼルエンジンの排気浄化方法。■In a diesel engine with a turbocharger that has a wastegate valve in the pi-zosu passageway that bypasses the exhaust turbine, the diesel nozzle rate l-wrap is installed in the exhaust pipe downstream of the exhaust turbine. A method for purifying exhaust gas from a turbocharged diesel engine, comprising: opening the waste dart valve for a predetermined period of time during regeneration of a cuticle rate trap.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57215383A JPS59105915A (en) | 1982-12-10 | 1982-12-10 | Exhaust gas purifying method of diesel engine equipped with turbosupercharger |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57215383A JPS59105915A (en) | 1982-12-10 | 1982-12-10 | Exhaust gas purifying method of diesel engine equipped with turbosupercharger |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59105915A true JPS59105915A (en) | 1984-06-19 |
Family
ID=16671385
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57215383A Pending JPS59105915A (en) | 1982-12-10 | 1982-12-10 | Exhaust gas purifying method of diesel engine equipped with turbosupercharger |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59105915A (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4866932A (en) * | 1987-11-09 | 1989-09-19 | Shin Caterpillar Mitsubishi Ltd. | Apparatus for treating particulate emission from diesel engine |
| FR2644845A1 (en) * | 1989-03-25 | 1990-09-28 | Daimler Benz Ag | METHOD FOR REGENERATING A PARTICLE FILTER INSTALLED IN THE EXHAUST PIPE OF A SUPERIOR INTERNAL COMBUSTION ENGINE |
| FR2815670A1 (en) * | 2000-10-25 | 2002-04-26 | Inst Francais Du Petrole | Method and system for regeneration temperature control of engine exhaust particle filter comprises measuring residual oxygen level in exhaust and adjusting engine richness by varying burn gas recirculation rate |
| JP2002541373A (en) * | 1999-04-06 | 2002-12-03 | プジョー・シトロエン・オトモビル・ソシエテ・アノニム | Regeneration device for exhaust gas particulate filter of diesel engine |
| WO2004076837A1 (en) * | 2003-02-26 | 2004-09-10 | Ngk Insulators, Ltd. | Method for controlling recovery of exhaust particulate-purifying filter and program for controlling recovery |
| WO2004101961A1 (en) * | 2003-05-14 | 2004-11-25 | Umicore Ag & Co. Kg | Regeneration of diesel particulate filters using lambda variation |
| EP1344906A3 (en) * | 2002-03-12 | 2005-01-26 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust emission control device |
| KR100475799B1 (en) * | 2001-09-27 | 2005-03-10 | 현대자동차주식회사 | Air intake charge system of diesel engine and control method thereof |
| WO2007096221A1 (en) * | 2006-02-22 | 2007-08-30 | Robert Bosch Gmbh | Method and apparatus for increasing the exhaust gas temperature of an internal combustion engine |
| WO2013001311A1 (en) | 2011-06-29 | 2013-01-03 | Perkins Engines Company Limited | Method and apparatus for controlling the operation of a turbocharged internal combustion engine |
-
1982
- 1982-12-10 JP JP57215383A patent/JPS59105915A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4866932A (en) * | 1987-11-09 | 1989-09-19 | Shin Caterpillar Mitsubishi Ltd. | Apparatus for treating particulate emission from diesel engine |
| FR2644845A1 (en) * | 1989-03-25 | 1990-09-28 | Daimler Benz Ag | METHOD FOR REGENERATING A PARTICLE FILTER INSTALLED IN THE EXHAUST PIPE OF A SUPERIOR INTERNAL COMBUSTION ENGINE |
| JP2002541373A (en) * | 1999-04-06 | 2002-12-03 | プジョー・シトロエン・オトモビル・ソシエテ・アノニム | Regeneration device for exhaust gas particulate filter of diesel engine |
| FR2815670A1 (en) * | 2000-10-25 | 2002-04-26 | Inst Francais Du Petrole | Method and system for regeneration temperature control of engine exhaust particle filter comprises measuring residual oxygen level in exhaust and adjusting engine richness by varying burn gas recirculation rate |
| KR100475799B1 (en) * | 2001-09-27 | 2005-03-10 | 현대자동차주식회사 | Air intake charge system of diesel engine and control method thereof |
| EP1344906A3 (en) * | 2002-03-12 | 2005-01-26 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Exhaust emission control device |
| CN1313723C (en) * | 2002-03-12 | 2007-05-02 | 三菱自动车工业株式会社 | Exhaust-gas control device |
| WO2004076837A1 (en) * | 2003-02-26 | 2004-09-10 | Ngk Insulators, Ltd. | Method for controlling recovery of exhaust particulate-purifying filter and program for controlling recovery |
| WO2004101961A1 (en) * | 2003-05-14 | 2004-11-25 | Umicore Ag & Co. Kg | Regeneration of diesel particulate filters using lambda variation |
| WO2007096221A1 (en) * | 2006-02-22 | 2007-08-30 | Robert Bosch Gmbh | Method and apparatus for increasing the exhaust gas temperature of an internal combustion engine |
| WO2013001311A1 (en) | 2011-06-29 | 2013-01-03 | Perkins Engines Company Limited | Method and apparatus for controlling the operation of a turbocharged internal combustion engine |
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