JPS59131718A - Exhaust-gas purifying apparatus for internal-combustion engine - Google Patents
Exhaust-gas purifying apparatus for internal-combustion engineInfo
- Publication number
- JPS59131718A JPS59131718A JP58004150A JP415083A JPS59131718A JP S59131718 A JPS59131718 A JP S59131718A JP 58004150 A JP58004150 A JP 58004150A JP 415083 A JP415083 A JP 415083A JP S59131718 A JPS59131718 A JP S59131718A
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- fuel
- combustion engine
- internal combustion
- collector
- 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
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
- F01N3/025—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 fuel burner or by adding fuel to exhaust
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は自動車等における内燃機関の排ガスを濾過し粒
子を捕集して排ガス浄化を行なう粒子捕集器を備え、粒
子捕集器上流側において選択的に内燃機関排ガス中に燃
料を供給して該燃料を燃焼させ、燃焼排ガスによって捕
集粒子を燃焼させて粒子捕集器を再生する内燃機関排ガ
ス浄化装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention includes a particle collector that filters exhaust gas from an internal combustion engine in an automobile or the like, collects particles, and purifies the exhaust gas, and selectively cleans the exhaust gas from the internal combustion engine on the upstream side of the particle collector. The present invention relates to an internal combustion engine exhaust gas purification device that regenerates a particle collector by supplying fuel thereinto, burning the fuel, and burning collected particles with combustion exhaust gas.
（従来技術）
内燃機関排ガス管路中に粒子捕集器を設け、粒子捕集器
により内燃機関排ガスを濾過し、粒子を捕集して浄化す
るようにした内燃機関排ガス浄化装置において、捕集粒
子は内燃機関排ガスの温度および酸素濃度が所定条件（
たとえば温度４８０゜Ｃ以上、酸素濃度が２％（Ｖｏ
ｌ ）以上）を満足したとき内燃機関排ガスによって燃
焼して、粒子捕集器が再生されることは知られている。(Prior art) In an internal combustion engine exhaust gas purification device, a particle collector is provided in an internal combustion engine exhaust gas pipe, and the internal combustion engine exhaust gas is filtered by the particle collector to collect and purify particles. Particles are produced when the temperature and oxygen concentration of internal combustion engine exhaust gas are under specified conditions (
For example, if the temperature is 480°C or higher and the oxygen concentration is 2% (Vo
It is known that when the above conditions (1) and above are satisfied, the particle collector is regenerated by combustion with internal combustion engine exhaust gas.
しかし内燃機関は上記所定条件の排ガスを発生する条件
で必ずしも運転されるわけではない。このため、特開昭
５６−１１５８０９ 号公報および特開昭５７−１１
９１２１号公報に記載されている如く、粒子捕集器の上
流側に、粒子捕集器によって捕集した粒子を加熱燃焼さ
せるための加熱手段を設け、捕集粒子を燃焼させて粒子
捕集器を再生している。However, the internal combustion engine is not necessarily operated under conditions that generate exhaust gas meeting the above-mentioned predetermined conditions. For this reason, JP-A-56-115809 and JP-A-57-11
As described in Publication No. 9121, a heating means for heating and burning the particles collected by the particle collector is provided on the upstream side of the particle collector, and the collected particles are burned and the particle collector is playing.
この場合において粒子捕集器の上流側と下流側との差圧
を検出することにより捕集粒子が蓄積されたことを検出
し、加熱手段に燃料を供給して捕集粒子を加熱燃焼させ
ている。In this case, accumulation of collected particles is detected by detecting the differential pressure between the upstream and downstream sides of the particle collector, and fuel is supplied to the heating means to heat and burn the collected particles. There is.
しかし上記した従来の内燃機関排ガス浄化装置において
は、粒子捕集器を再生するための加熱手段に燃焼用空気
を供給する必要があり、加熱手段への燃料供給と同期し
て燃焼用空気を供給する必要があり、また流入側と流出
側の差圧を検出する差圧検出手段を必要とする欠点があ
るｅｌかに、加熱手段による燃焼によって内燃機関排ガ
スとは別途に有害排ガス、たとえば未燃炭化水素、−酸
化炭素環が排出される場合があるという欠点があった。However, in the conventional internal combustion engine exhaust gas purification device described above, it is necessary to supply combustion air to the heating means for regenerating the particle collector, and the combustion air is supplied in synchronization with the fuel supply to the heating means. In addition, it has the disadvantage of requiring a differential pressure detection means to detect the differential pressure between the inflow side and the outflow side.However, due to combustion by the heating means, harmful exhaust gas, such as unburned exhaust gas, is generated separately from internal combustion engine exhaust gas. There is a drawback that hydrocarbons and oxidized carbocycles may be discharged.
また、粒子捕集器の上流側に粒子捕集器と一体にまたは
別途加熱室を設け、粒子捕集器の上流側と下流側との差
圧を検出し、検出差圧が所定値に達したとき前記加熱室
に燃料を供給して該燃料を燃焼させて、燃焼排ガスを粒
子捕集器に供給して粒子捕集器を再生することも知られ
ているが、この場合においても上記と同様の欠点がある
。In addition, a heating chamber is provided on the upstream side of the particle collector either integrally with the particle collector or separately, and the differential pressure between the upstream and downstream sides of the particle collector is detected until the detected differential pressure reaches a predetermined value. It is also known to supply fuel to the heating chamber and combust the fuel, and then supply the combustion exhaust gas to the particle collector to regenerate the particle collector. There are similar drawbacks.
本発明は上記にかんがみなされたもので、加熱室におけ
る燃料供給時期と燃料供給量とを制御することによって
上記の欠点を解消した内燃機関排ガス浄化装置を提供す
ることを目的とする。The present invention has been made in view of the above, and an object of the present invention is to provide an internal combustion engine exhaust gas purification device that eliminates the above-mentioned drawbacks by controlling the fuel supply timing and fuel supply amount in the heating chamber.
この目的は本発明によれば、内燃機関の運転時間を積算
し、運転時間の積算値が設定値を超えた後の最初のアイ
ドル運転期間中であることを検出し、この検出されたア
イドル運転期間中の所定設定期間、燃焼排ガスの酸素含
有率が内燃機関の理論燃空比燃焼時における内燃機関排
ガスの酸素含有率より僅かに大きくなるように加熱室へ
燃料を供給して該燃料を内燃機関排ガス中で燃焼させる
ことにより達成される。According to the invention, this purpose is to accumulate the operating time of the internal combustion engine, detect that it is in the first idling period after the integrated value of the operating time exceeds a set value, and During a predetermined period, fuel is supplied to the heating chamber and the fuel is internally combusted so that the oxygen content of the combustion exhaust gas is slightly higher than the oxygen content of the internal combustion engine exhaust gas during combustion at the stoichiometric fuel-air ratio of the internal combustion engine. This is accomplished by combustion in engine exhaust gas.
以下、本発明を実施例により説明する。The present invention will be explained below using examples.
（発明の構成）
第１図は本発明の一実施例を示すブロック図であり、本
実施例は粒子捕集器から独立して加熱装置を設けた場合
の例である。(Structure of the Invention) FIG. 1 is a block diagram showing an embodiment of the present invention, and this embodiment is an example in which a heating device is provided independently of a particle collector.
第１図において１はディーゼル機関を、２は燃料タンク
を示し、燃料タンク２内の燃料を送油ポンプ３で吸引昇
圧して燃料噴射ポンプ４に供給し燃料噴射ポンプ４で更
に昇圧し、ディーゼル機関１の負荷に応じて、所定時期
に所定量の燃料を燃料噴射弁５を介してディーゼル機関
１のシリンダ内に噴射するように構成しである。６はデ
ィーゼル機関１の排ガス管であり、排ガス管６の途中に
は加熱装置７および粒子捕集器８が、加熱装置７を上流
側に位置せしめて設けである。加熱装置７には、一端に
燃料噴射ノズル９−１が装着された電磁弁９と、電磁弁
９を介して燃料噴射ノズル９−１から噴射された燃料が
吹き付けられて燃料を点火させるためのグロープラグ１
０とが装着しである。電磁弁９には送油ポンプ３で昇圧
された燃料を圧力調整ダンパ１１を介して供給しである
。In Fig. 1, 1 indicates a diesel engine, and 2 indicates a fuel tank.The fuel in the fuel tank 2 is sucked and pressurized by an oil feed pump 3, and is supplied to a fuel injection pump 4.The fuel injection pump 4 further increases the pressure. It is configured to inject a predetermined amount of fuel into the cylinders of the diesel engine 1 via the fuel injection valve 5 at a predetermined time depending on the load of the engine 1. 6 is an exhaust gas pipe of the diesel engine 1, and a heating device 7 and a particle collector 8 are provided in the middle of the exhaust gas pipe 6, with the heating device 7 positioned on the upstream side. The heating device 7 includes a solenoid valve 9 having a fuel injection nozzle 9-1 attached to one end thereof, and a solenoid valve 9 for spraying fuel injected from the fuel injection nozzle 9-1 through the solenoid valve 9 to ignite the fuel. glow plug 1
0 is installed. Fuel pressurized by the oil feed pump 3 is supplied to the electromagnetic valve 9 via a pressure regulating damper 11.
グロープラグ１０にはリレー接点１２−１を介して蓄電
池１３の電圧を供給し、リレー接点１２−１が閉路時グ
ロープラグ１０に通電するように構成しである。The voltage of the storage battery 13 is supplied to the glow plug 10 via a relay contact 12-1, and the relay contact 12-1 is configured to energize the glow plug 10 when the circuit is closed.
ここで粒子捕集器８は従来と同様にたとえば通気性セラ
ミックフィルタからなり、通過する排ガス中の粒子を捕
集するように構成しである。Here, the particle collector 8 is made of, for example, a breathable ceramic filter, as in the conventional case, and is configured to collect particles in the exhaust gas passing therethrough.
一方、加熱装置７の上流側排出管６にはディーゼル機関
１の排ガス温度を検出し検出温度に対応した出力電圧を
発生する温度センサ１４が装着しである。ディーゼル機
関１にはクランク軸の回転数を検出し検出回転数に対応
した数のパルス出力を発生する回転数検出センサ１５お
よびディーゼル機関の運転中一定周波数のパルス出力を
発生する運転期間検出器１６が設けである。さらに粒子
捕集器８の上流側排ガス管６中には排ガス中の酸素濃度
を検出し検出酸素濃度に対廖した出力電圧を発生する酸
素濃度検出センサ１７が装着しである０
温度検出センサ１４の出力電圧、回転数検出センサ１５
の出力パルス、運転期間検出器１６の出力パルスおよび
酸素濃度検出センサ１７の出力電圧は、後述する制御装
置１８に供給し、制御装置１８の出力によってリレー接
点１２−１を駆動するリレーコイル１２を励磁するとと
もに、電磁弁９の開閉を制御するように構成してちる。On the other hand, the upstream exhaust pipe 6 of the heating device 7 is equipped with a temperature sensor 14 that detects the exhaust gas temperature of the diesel engine 1 and generates an output voltage corresponding to the detected temperature. The diesel engine 1 includes a rotation speed detection sensor 15 that detects the rotation speed of the crankshaft and generates a number of pulse outputs corresponding to the detected rotation speed, and an operation period detector 16 that generates pulse outputs at a constant frequency during operation of the diesel engine. is the provision. Furthermore, an oxygen concentration detection sensor 17 is installed in the upstream exhaust gas pipe 6 of the particle collector 8 to detect the oxygen concentration in the exhaust gas and generate an output voltage corresponding to the detected oxygen concentration. Output voltage and rotation speed detection sensor 15
The output pulses of the operating period detector 16, and the output voltage of the oxygen concentration detection sensor 17 are supplied to a control device 18, which will be described later, and the output of the control device 18 drives the relay coil 12, which drives the relay contact 12-1. The electromagnetic valve 9 is configured to be excited and to control the opening and closing of the electromagnetic valve 9.
制御装置１８は第２図に示す如く電圧設定器１８２．１
８５および１９１、デジタル値が設定される設定器１８
８を備えている。また、制御装置１８は、温度センサ１
４の出力電圧および設定器１８２の出力電圧が供給され
て温度センサ１４の出力電圧が設定器１８２の出力電圧
以下のとき出力を発生する比較器１８１と、回転数検出
センサ１５の出力パルスが供給されて波形整形のうえ積
分する積分回路１８３と、積分回路１８３の出力電圧お
よび設定器１８５の出力電圧が供給されて積分回路１８
３の出力電圧が設定器１８５の出力電圧以下のとき出力
を発生する比較器１８４と、運転期間検出器１６の出力
パルスを計数するカウンタ１８６と、カウンタ１８６の
計数値と設定器１８８の設定値とを比較してカウンタ１
８６の計数値が設定器１８８の設定゛値以上のとき出力
を発生する比較器１８７と、比較器１８１．１８４およ
び１８７ の出力が供給されるアンドゲート１８９とを
備えている。The control device 18 includes a voltage setting device 182.1 as shown in FIG.
85 and 191, setter 18 where digital values are set
It has 8. The control device 18 also controls the temperature sensor 1
4 and the output voltage of the setting device 182 are supplied, and the comparator 181 generates an output when the output voltage of the temperature sensor 14 is less than or equal to the output voltage of the setting device 182, and the output pulse of the rotation speed detection sensor 15 is supplied. The output voltage of the integrating circuit 183 and the output voltage of the setting device 185 are supplied to the integrating circuit 183 which shapes the waveform and integrates it.
A comparator 184 that generates an output when the output voltage of No. 3 is lower than the output voltage of the setting device 185, a counter 186 that counts the output pulses of the operating period detector 16, and a count value of the counter 186 and a setting value of the setting device 188. Counter 1 by comparing with
It is provided with a comparator 187 which generates an output when the count value of 86 is greater than the set value of setter 188, and an AND gate 189 to which the outputs of comparators 181, 184 and 187 are supplied.
ここで設定器１８２の出力電圧は粒子捕集器８で捕集し
た粒子を燃焼させ得る温度たとえば４８０°Ｃを温度セ
ンサ１４が検出したとき発生する電圧に設定しである。Here, the output voltage of the setting device 182 is set to the voltage generated when the temperature sensor 14 detects a temperature, for example, 480° C., at which the particles collected by the particle collector 8 can be combusted.
設定器１８５の出力電圧は、アイドル運転時のクランク
軸回転数のときに出力される積分回路１８３の出力電圧
に設定しである。設定器１８８の設定値は通常の運転状
態時において粒子捕集器８に一定量の粒子が捕集される
までの運転期間に対応する運転期間検出器１６の出力パ
ルス計数値に設定しである。そこで比較器１８１．１８
４．１８７、設定器１８２．１８５．１８８、積分器１
８３、カウンタ１８６ およびアンドゲート１８９は温
度センサ１４、回転数検出センサ１５および運転期間検
出器１６とともに内燃機関の運転積算時間が設定時間を
経過したのち最初のアイドル運転中であることを検出す
る検出手段を構成している。The output voltage of the setting device 185 is set to the output voltage of the integrating circuit 183 that is output when the crankshaft rotation speed is at the time of idling operation. The setting value of the setting device 188 is set to the output pulse count value of the operating period detector 16 corresponding to the operating period until a certain amount of particles are collected in the particle collector 8 during normal operating conditions. . So the comparator 181.18
4.187, setter 182.185.188, integrator 1
83, the counter 186 and the AND gate 189, together with the temperature sensor 14, rotation speed detection sensor 15, and operation period detector 16, detect that the internal combustion engine is in the first idling operation after the cumulative operating time has elapsed for a set time. constitutes a means.
また制御装置１８は酸素濃度検出センサ１７の出力電圧
が設定器１９１の出方電圧以上のとき出力を発生する比
較器１９０と、比較器１９０の出方が供給されて比較器
１９０の出方発生期間中発振するパルス発生器１９２と
を備えている。またさらに制御装置１８はアンドゲート
１８９の出力が供給されるタイマ１９３と、タイマ１９
３の出方が供給されてリレーコイル１２を励磁する駆動
回路１９４と、タイマ１９３の出方が供給されてタイマ
１９３の出力発生時より設定時間遅れて出力を発生する
遅延タイマ１９４と、遅延タイマ１９４の出力とパルス
発生器１９２の出方とが供給されるアントゲ−）１９５
と、アントゲルト１９５の出力が供給されて電磁弁９を
駆動する駆動回路１９６とを備えており、タイマ１９３
の設定時間経過信号によりカウンタ１８６をリセットす
るようにしである。The control device 18 also includes a comparator 190 that generates an output when the output voltage of the oxygen concentration detection sensor 17 is higher than the output voltage of the setting device 191, and a comparator 190 that is supplied with the output voltage of the comparator 190 and generates an output voltage of the comparator 190. The pulse generator 192 is provided with a pulse generator 192 that oscillates during the period. Furthermore, the control device 18 includes a timer 193 to which the output of the AND gate 189 is supplied, and a timer 19.
A drive circuit 194 that is supplied with the output of timer 193 to excite the relay coil 12, a delay timer 194 that is supplied with the output of timer 193 and generates an output after a set time delay from when the output of timer 193 is generated, and a delay timer. 195 to which the output of the pulse generator 194 and the output of the pulse generator 192 are supplied.
and a drive circuit 196 to which the output of the Antogelt 195 is supplied to drive the solenoid valve 9, and a timer 193.
The counter 186 is reset by the set time elapsed signal.
ここで、設定器１９１の出力電圧は粒子捕集器８で捕集
した粒子を燃焼させ得る酸素濃度たとえば２％（Ｖ□ｌ
） を酸素濃度検出センサ１７が検出したとき発生する
電圧に設定しである。パルス発生器１９２から出力され
るパルスのデユーティ比は、このデユーティ比にしたが
ってアイドル運転中におけるディーゼル機関１の排ガス
、中に燃料を供給して該燃料を燃焼させたとき、加熱装
置７がらの燃焼排ガス中における酸素含有率がディーゼ
ル機関１の理論燃空比燃焼時におけるディーゼル機関１
の排ガス中における酸素含有率よシ僅かに大きくなるよ
うに設定しである。またタイマ１９３の設定時間は設定
器１８８の設定値により定めた運転期間中に捕集された
粒子を、加熱装置７からの燃焼排ガスにより焼却可能な
時間より長く設定しである。遅延タイマ１９４の遅延時
間は、この遅延時間の間グロープラグ１０に通電するこ
とによジグローブラグ１０の温度が燃料点火温度に達す
るまでの時間に設定しである。Here, the output voltage of the setting device 191 is set to the oxygen concentration that can burn the particles collected by the particle collector 8, for example, 2% (V□l
) is set to the voltage generated when the oxygen concentration detection sensor 17 detects the voltage. The duty ratio of the pulses output from the pulse generator 192 is determined according to this duty ratio, when fuel is supplied into the exhaust gas of the diesel engine 1 during idling operation and the fuel is combusted. Diesel engine 1 when the oxygen content in exhaust gas is stoichiometric fuel-air ratio combustion of diesel engine 1
The oxygen content is set to be slightly higher than the oxygen content in the exhaust gas. Further, the set time of the timer 193 is set to be longer than the time during which the particles collected during the operation period determined by the set value of the setter 188 can be incinerated by the combustion exhaust gas from the heating device 7. The delay time of the delay timer 194 is set to the time required for the temperature of the jiglow plug 10 to reach the fuel ignition temperature by energizing the glow plug 10 during this delay time.
そこで、比較器１９０、設定器１９１、パルス発生器１
９２、タイマ１９３、遅延タイマ１９４、アンドゲート
１９５および駆動回路１９６は酸素濃度検出センサ１７
とともに燃料供給期間および燃料供給量を制御する燃料
供給手段を構成している。Therefore, the comparator 190, the setting device 191, the pulse generator 1
92, timer 193, delay timer 194, AND gate 195 and drive circuit 196 are oxygen concentration detection sensor 17
Together with this, it constitutes a fuel supply means for controlling the fuel supply period and fuel supply amount.
（発明の作用）
以上の如く構成した本発明の一実施例の作用について説
明する。(Operation of the Invention) The operation of the embodiment of the present invention configured as described above will be explained.
ディーゼル機関１に燃料噴射ノズル５を介して燃料噴射
ポンプ４がら燃料を噴射することによりディーゼル機関
は運転される。The diesel engine is operated by injecting fuel into the diesel engine 1 from a fuel injection pump 4 through a fuel injection nozzle 5.
ディーゼル機関１から排出される排ガスは排ガス管６、
加熱装置７および粒子捕集器８を介して排出され、加熱
装置７からの排出ガス中の粒子は粒子捕集器８によって
捕集される。Exhaust gas discharged from the diesel engine 1 is passed through an exhaust gas pipe 6,
The exhaust gas is discharged through the heating device 7 and the particle collector 8 , and the particles in the exhaust gas from the heating device 7 are collected by the particle collector 8 .
一方、ディーゼル機関１の排ガス温度は温度センサ１４
によって検出され、温度センサ１４の中力電圧は比較器
１８１に供給される。ここで温度センサ１４、比較器１
８１および設定器１８２は内燃機関１からの排ガス温度
が４８００Ｃ以下が否かを検出する温度検出器として作
用し、排ガス温度が４８０°Ｃ以下のとき比較器１８１
は高電位出力を発生する。またディーゼル機関１のクラ
ンク軸回転数は回転数検出センサ１５によって検出され
、回転数検出センサ１５はクランク軸回転数に対応した
数の出力パルスを出力し、この出力パルスは積分回路１
８３に供給され、波形整形されたうえ積分される。した
がって積分回路１８３の出力電圧はクランク軸回転数に
対応した直流電圧である。積分回路１８３の出力電圧は
比較器１８４に供給され、積分回路１８３の出力電圧が
設定器１８５の設定電圧より低いとき、すなわちクラン
ク軸回転数がアイドル運転時の回転数のとき比較器１８
４は高電位出力を発生する。すなわち回転数検出センサ
１５、積分回路１８３、比較器１８４および設定器１８
５はアイドル運転中か否かを検出するアイドル運転検出
回路として作用する。貰た、運転期間検出器１６からの
出力パルスはカウンタ１８６に供給されて計数され、こ
の計数値が設定器１８８の設定値以上となったとき比較
器１８７から高電位出力が発生される。On the other hand, the exhaust gas temperature of the diesel engine 1 is measured by the temperature sensor 14.
The neutral voltage of the temperature sensor 14 is supplied to the comparator 181. Here, temperature sensor 14, comparator 1
81 and the setting device 182 act as a temperature detector to detect whether the exhaust gas temperature from the internal combustion engine 1 is below 4800°C, and when the exhaust gas temperature is below 480°C, the comparator 181
produces a high potential output. Further, the crankshaft rotation speed of the diesel engine 1 is detected by the rotation speed detection sensor 15, and the rotation speed detection sensor 15 outputs a number of output pulses corresponding to the crankshaft rotation speed.
83, where the waveform is shaped and integrated. Therefore, the output voltage of the integrating circuit 183 is a DC voltage corresponding to the crankshaft rotation speed. The output voltage of the integrating circuit 183 is supplied to a comparator 184, and when the output voltage of the integrating circuit 183 is lower than the set voltage of the setting device 185, that is, when the crankshaft rotation speed is the rotation speed during idling operation, the comparator 18
4 generates a high potential output. That is, the rotation speed detection sensor 15, the integrating circuit 183, the comparator 184, and the setting device 18
Reference numeral 5 acts as an idling detection circuit that detects whether or not the vehicle is idling. The received output pulses from the operating period detector 16 are supplied to a counter 186 and counted, and when this counted value exceeds the setting value of the setting device 188, a high potential output is generated from the comparator 187.
ここで、設定器１８８の設定値はディーゼル機関１の運
転積算時間に対応して定めであるのは、自動車の走行パ
ターンは長期間にわたって視た場合、巨視的にほぼ同一
であると見做せて、粒子捕集器８に捕集される粒子の量
は自動車の運転期間に比例すると考えてよく、設定器１
８８により設定された運転期間中に所定量の粒子が粒子
捕集器８に捕集されるためである。Here, the setting value of the setting device 188 is determined in accordance with the cumulative operating time of the diesel engine 1 because the driving pattern of a car is considered to be macroscopically almost the same when viewed over a long period of time. Therefore, it can be considered that the amount of particles collected by the particle collector 8 is proportional to the driving period of the vehicle, and the amount of particles collected by the particle collector 8 is proportional to the driving period of the vehicle.
This is because a predetermined amount of particles are collected in the particle collector 8 during the operation period set by the particle collector 88 .
そこで、アンドゲート１８９は、ディーゼル機関１の運
転時間の積算値が設定器１８８に設定期間を超え、ディ
ーゼル機関１のクランク軸回転数かアイドル回転数であ
り、かつディーゼル機関１の排ガス温度が４８０°Ｃ以
下のとき、第３図（ａ）に示す如く高電位出力を発生す
る。Therefore, the AND gate 189 determines that the integrated value of the operating time of the diesel engine 1 exceeds the period set in the setting device 188, the crankshaft rotation speed or the idle rotation speed of the diesel engine 1, and the exhaust gas temperature of the diesel engine 1 is 480. When the temperature is below .degree. C., a high potential output is generated as shown in FIG. 3(a).
アンドゲート１８９の出力が高電位出力になったことに
よりタイマ１９３が作動を開始し、タイマ１９３は第３
図（ｂ）に示す如く高電位出力を発生し、リレーコイル
１２はタイマ１９３の高電位出力発生期間中励磁され、
グロープラグ１０は第３図（ｆ）に示す期間通電されて
加熱される。一方、タイマ１９３が高電位出力を発生し
たときから遅延時間ＴＤ連れて遅延タイマ１９４は第３
図（Ｃ）に示す如く高電位出力を発生し、遅延タイマの
出力発生期間中、アンドゲート１９５はそのゲートが開
状態に制御される。ここで遅延時間ＴＤのグロープラグ
１０への通電により、アンドゲート１９５のゲートが開
状態になったときにはグロープラグ１０の温度は燃料を
点火するのに充分な温度にまで上昇している。As the output of the AND gate 189 becomes a high potential output, the timer 193 starts operating, and the timer 193
As shown in Figure (b), a high potential output is generated, and the relay coil 12 is energized during the high potential output generation period of the timer 193.
The glow plug 10 is energized and heated for the period shown in FIG. 3(f). On the other hand, from the time when the timer 193 generates a high potential output, the delay timer 194 starts at the third
As shown in Figure (C), a high potential output is generated, and during the output generation period of the delay timer, the AND gate 195 is controlled to be in an open state. By energizing the glow plug 10 for the delay time TD, the temperature of the glow plug 10 has risen to a temperature sufficient to ignite the fuel when the AND gate 195 is opened.
一方、酸素濃度検出センサ１７は粒子捕集器８の流入側
排ガス中の酸素濃度を検出しており、ディーゼル機関に
おける燃焼の燃空比と排気組成濃度との関係を示す第４
図のＢ点から明らかな如く、アイドル運転中におけるデ
ィーゼル機関排ガス中の酸素濃度は１７％（■Ｏｌ）で
あるため、力０熱装置７において燃料を燃焼させていな
い場合トおいては酸素濃度検出センサ１７は１７％（Ｖ
□ ｌ）に対応した出力を発生している。また加熱装
置７において燃料を燃焼させた場合においても、この燃
焼により加熱装置７においてディーゼル機関１の排ガス
中の酸素は減少するが、加熱装置７における燃料の燃焼
によっても加熱装置７からの燃焼排ガス中の酸素含有率
はディーゼル機関１の理論燃空比燃焼時におけるディー
ゼル機関排ガス中の酸素含有率より僅かに大きくなるよ
うに燃料供給量が制御されているために、酸素濃度検出
センサは第４図において空気過剰率λ＝１．１程度の状
態の酸素濃度すなわち２％（Ｖｏｌ）以上の酸素濃度を
検出している。したがって比較器１９０はアンドゲート
１８９のゲートが開状態になっている期間においては少
なくとも、高電位出力を発生しており、パルス発生器１
９２は第３図（ｄ）に示す如く出力パルスを発生してい
る。この結果、アントゲ−）１９５のゲートが開いてい
る期間、第３図（ｅ）に示す如くパルス発生器１９２の
出力パルスがアンドゲート１９５から出力される。アン
ドゲート１９５から出力されたパルス発生器１９２の出
力パルスは駆動回路１９６によって増幅のうえ電磁弁９
をパルス発生器１９６の出力パルスのデユーティ比にし
たがって開閉する。第３図（ｇ）は電磁弁９の開閉の状
態を示しており、アンドゲート１９５から出力されるパ
ルスの高電位の期間のみ電磁弁９は開状態になって、燃
料噴射ノズル９−１を介して圧力調整ダンパ１１で調圧
された燃料が加熱装置７に供給される。燃料噴射ノズル
９−１から噴射された燃料はグロープラグ１０に当り、
直ちに点火して燃焼し、ディーゼル機関排ガスを加熱す
る。この加熱により加熱装置７からの燃焼排ガスは４８
０°Ｃ以上になり、かつ前記した如く酸素含有率は空気
過剰率λ＝１１の燃空比でディーゼル機関を燃焼させた
ときの酸素含有率すなわち２％（Ｖｏｌ）以上である。On the other hand, the oxygen concentration detection sensor 17 detects the oxygen concentration in the exhaust gas on the inflow side of the particle collector 8.
As is clear from point B in the figure, the oxygen concentration in the diesel engine exhaust gas during idling is 17% (■Ol), so when fuel is not combusted in the zero power heating device 7, the oxygen concentration is The detection sensor 17 is 17% (V
□ Generates output corresponding to l). Further, even when fuel is combusted in the heating device 7, oxygen in the exhaust gas of the diesel engine 1 is reduced in the heating device 7 due to this combustion, but the combustion of the fuel in the heating device 7 also reduces the amount of combustion exhaust gas from the heating device 7. Since the fuel supply amount is controlled so that the oxygen content in the diesel engine 1 is slightly higher than the oxygen content in the diesel engine exhaust gas during combustion at the stoichiometric fuel/air ratio of the diesel engine 1, the oxygen concentration detection sensor In the figure, the oxygen concentration in a state where the excess air ratio λ is approximately 1.1, that is, the oxygen concentration of 2% (Vol) or more is detected. Therefore, the comparator 190 generates a high potential output at least during the period when the gate of the AND gate 189 is open, and the pulse generator 1
92 generates an output pulse as shown in FIG. 3(d). As a result, while the gate of the AND gate 195 is open, the output pulse of the pulse generator 192 is output from the AND gate 195 as shown in FIG. 3(e). The output pulse of the pulse generator 192 output from the AND gate 195 is amplified by the drive circuit 196 and then
is opened and closed according to the duty ratio of the output pulse of the pulse generator 196. FIG. 3(g) shows the opening and closing states of the solenoid valve 9. The solenoid valve 9 is in the open state only during the high potential period of the pulse output from the AND gate 195, and the fuel injection nozzle 9-1 is opened. Fuel whose pressure is regulated by the pressure regulating damper 11 is supplied to the heating device 7 through the fuel. The fuel injected from the fuel injection nozzle 9-1 hits the glow plug 10,
Immediately ignites and burns, heating diesel engine exhaust gas. Due to this heating, the combustion exhaust gas from the heating device 7 becomes 48
0° C. or more, and as described above, the oxygen content is 2% (Vol) or more, which is the oxygen content when a diesel engine is burned at a fuel-air ratio with excess air ratio λ=11.
ついでタイマ１９３の設定時間が経過すると、タイマ１
９３の出力は低電位となり、タイマ１９３の出力が低電
位となったことによりカウンタ１８６はリセットされて
、あらためてディーゼル機関１の運転時間の計数を開始
する。またタイマ１９３の出力が低電位になったことに
よって、リレーコイル１２の励磁は止み、グロープラグ
１０への通電は停止され、同時に遅延タイマ１９４の出
力が低電位となってアンドゲート１９５はそのゲートが
閉状態になって、電磁弁９は閉状態に維持されて、加熱
装置７への燃料供給は停止される。したがって加熱装置
７に燃料が供給されている期間は、アンドゲート１９５
のゲートが開状態にある期間中におけるアンドゲート１
９５からの出力パルスが高電位となっている時間の和で
あり、この間に加熱装置７からの燃焼排ガスにより粒子
捕集器８に蓄積された捕集粒子は完全に燃接させられて
、粒子捕集器８は再生される。この再生終了後、次にア
ンドゲート１９５のゲートが開になるまで粒子捕集器８
に捕集粒子が蓄積される。Then, when the set time of timer 193 has elapsed, timer 1
Since the output of the timer 193 becomes a low potential, the counter 186 is reset and starts counting the operating time of the diesel engine 1 again. Furthermore, as the output of the timer 193 becomes a low potential, the excitation of the relay coil 12 is stopped, and the energization to the glow plug 10 is stopped.At the same time, the output of the delay timer 194 becomes a low potential, and the AND gate 195 is activated. is in the closed state, the solenoid valve 9 is maintained in the closed state, and the fuel supply to the heating device 7 is stopped. Therefore, during the period when fuel is supplied to the heating device 7, the AND gate 195
AND gate 1 during the period when the gate of is in the open state
It is the sum of the time during which the output pulse from 95 is at a high potential. During this time, the collected particles accumulated in the particle collector 8 by the combustion exhaust gas from the heating device 7 are completely combusted, and the particles are The collector 8 is regenerated. After this regeneration is completed, the particle collector 8
Collected particles are accumulated in the
なお、以上説明した実施例において、温度検出センサ１
４を設けた場合を例示して説明したが、ディーゼル機関
１の排ガス温度は重負荷領域の運転状態にならないと４
８０°Ｃ以上にまで上昇せず、アイドル運転中は４８０
°Ｃ未満であるため温度検出センサ１４、比較器１８１
および設定器１８２を省略しても差支えなく、回転数検
出センサ１５の出力のみからディーゼル機関がアイドル
運転中であることを検出してもよい。また、第４図から
明らかな如くディーゼル機関の負荷が全負荷（０点）よ
υ僅かに軽い負荷以上の重負荷においてのみディーゼル
機関排ガス中の酸素含有率は２％（Ｖｏｌ）未満となっ
て、゛このような負荷のときは比較器１８４の出力によ
りアンドゲート１８９のゲートが開状態にならず、かつ
アイドル運転の場合に１加熱装置７において燃料を燃焼
させたとき、加熱装置７からの燃焼排ガス中の酸素含有
率もディーゼル機関の理論燃空比燃焼時におけるディー
ゼル機関排ガス中の酸素含有率よシも僅かに高く、２％
（Ｖｏｗ）以上であるために、酸素濃度検出センサ１７
を省略しても差支えない。なお酸素濃度検出センサ１７
を省略する場合はパルス発生器１９２は常に発振するよ
うに構成しておけばよい。In addition, in the embodiment described above, the temperature detection sensor 1
4 was provided, but the exhaust gas temperature of the diesel engine 1 does not reach 4 unless the operating state is in the heavy load region.
It does not rise above 80°C, and the temperature is 480 during idling.
Since it is less than °C, the temperature detection sensor 14 and comparator 181
Also, the setting device 182 may be omitted, and it may be detected that the diesel engine is in idle operation only from the output of the rotation speed detection sensor 15. In addition, as is clear from Figure 4, the oxygen content in the diesel engine exhaust gas becomes less than 2% (Vol) only when the diesel engine is at a heavy load that is slightly lighter than the full load (0 point). , ``At such a load, the gate of the AND gate 189 is not opened due to the output of the comparator 184, and when the fuel is combusted in the heating device 1 7 during idling operation, the output from the heating device 7 is The oxygen content in the combustion exhaust gas is also slightly higher than that in the diesel engine exhaust gas during combustion at the stoichiometric fuel-air ratio of the diesel engine, at 2%.
(Vow) or more, the oxygen concentration detection sensor 17
You can omit it. Note that the oxygen concentration detection sensor 17
If omitted, the pulse generator 192 may be configured to always oscillate.
またさらに、加熱装置７と粒子捕集器８とを一体に構成
し、粒子捕集器８内のフィルタ上流側に加熱室を形成し
てもよい。Furthermore, the heating device 7 and the particle collector 8 may be configured integrally, and a heating chamber may be formed in the particle collector 8 on the upstream side of the filter.
また、第４図から明らかな如く、アイドル運転中におけ
るディーゼル機関排ガス中におけるＣＯ２濃度は３％（
Ｖｏｌ）程度であるため加熱装置７内における燃料の燃
焼が困難になることもない。Furthermore, as is clear from Figure 4, the CO2 concentration in diesel engine exhaust gas during idling is 3% (
Vol), it does not become difficult to burn the fuel within the heating device 7.
（発明の効果）
以上説明した如く本発明によれば、内燃機間が所定運転
期間、運転された後における最初のアイドル運転中にお
いて、所定設定期間、燃料を加熱室に供給し、内燃機関
排ガス中の酸素を利用して燃焼させるために、加熱室か
らの燃焼排ガスの温度および酸素含有率は捕集粒子を燃
焼させるに充分な条件となり、粒子捕集器は再生される
。またこの場合に燃焼用空気を供給する必要はなく、か
つ差圧検出器も必要としない。(Effects of the Invention) As explained above, according to the present invention, during the first idling operation after the internal combustion engine has been operated for a predetermined period of operation, fuel is supplied to the heating chamber for a predetermined period of time, and fuel is supplied to the heating chamber for a predetermined period of time, The temperature and oxygen content of the combustion exhaust gas from the heating chamber are sufficient to burn the collected particles, and the particle collector is regenerated. Further, in this case, there is no need to supply combustion air and no need for a differential pressure detector.
またさらに、加熱室への燃料供給時期をアイドル運転中
とし、かつ燃料供給量を加熱室の排ガス中における酸素
含有率が内燃機関の理論燃空比燃焼時における内燃機関
排ガス中の酸素含有率↓りも僅かに大きくなるような量
に制御されているため、燃料燃焼によって有害ガスを発
生させることなく、粒子捕集器すを再生することができ
る。Furthermore, the fuel supply timing to the heating chamber is set to be during idling operation, and the fuel supply amount is set so that the oxygen content in the exhaust gas of the heating chamber is ↓ The particle collector can be regenerated without generating harmful gases due to fuel combustion, since the amount of fuel is controlled to be slightly larger.
第１図は本発明の一実施例を示すブロック図。
第２図は第１図における制御装置のブロック図。
第３図は本発明の一実施例の作用の説明に供するタイミ
ング図。
第４図はディーゼル機関における燃焼の燃空比と排気組
成濃度との関係を示す特性図。
１・・・ディーゼル機関、２・・・燃料タンク、３・・
・送油ポンプ、４・・・燃料噴射ポンプ、５・・燃料噴
射弁、６・・・排ガス管、７・・・再生用加熱装置、８
・・・粒子捕集器、９ 電磁弁、９−１・・・燃料噴射
ノズル、１０・・・グロープラグ、１１・・・圧力調整
ダンパ、１２−１・・・！ｊ ｖ−接点、１２・・・リ
レーコイル、１４・・温度センサ、１５ 回転数検出セ
ンサ、１６・・運転期間検出器、１７・・・酸素濃度検
出センサ、１８・・・制御装置、１８１．１８４．１８
７ および１９０ 比較器、１８２．１８５．１８８お
よび１９１・設定器、１８３・・・積分回路、１８６・
・・カウンタ、１９２・・パルス発生器、１９３・・・
タイマ、１９４・遅延タイマ、１９４および１９６・・
・駆動回路。FIG. 1 is a block diagram showing one embodiment of the present invention. FIG. 2 is a block diagram of the control device in FIG. 1. FIG. 3 is a timing chart for explaining the operation of one embodiment of the present invention. FIG. 4 is a characteristic diagram showing the relationship between the combustion fuel-air ratio and exhaust composition concentration in a diesel engine. 1...Diesel engine, 2...Fuel tank, 3...
・Oil feed pump, 4...Fuel injection pump, 5...Fuel injection valve, 6...Exhaust gas pipe, 7...Regeneration heating device, 8
... Particle collector, 9 Solenoid valve, 9-1... Fuel injection nozzle, 10... Glow plug, 11... Pressure adjustment damper, 12-1...! j V-contact, 12... Relay coil, 14... Temperature sensor, 15 Rotation speed detection sensor, 16... Operating period detector, 17... Oxygen concentration detection sensor, 18... Control device, 181. 184.18
7 and 190 comparator, 182.185.188 and 191・setter, 183...integrator circuit, 186・
...Counter, 192...Pulse generator, 193...
Timer, 194/Delay timer, 194 and 196...
・Drive circuit.
Claims (1)
集する粒子捕集器と、該粒子捕集器の上流側に設けられ
かつ内燃機関排ガス中で燃料を燃焼させ燃焼排ガスを前
記粒子捕集器に供給する加熱室とを備え、前記燃焼排ガ
スにより捕集粒子を燃焼させて前記粒子捕集器を再生す
る内燃機関排ガス浄化装置において、前記内燃機関の運
転積算時間が所定設定値を経過したのち前記内燃機関が
最初のアイドル運転期間中であることを検出する検出手
段と、該検出手段により検出されたアイドル運転期間中
の所定設定期間の間前記燃焼排ガスの酸素含有率が前記
内燃機関の理論燃空比燃焼時における内燃機関排ガスの
酸素含有率より僅かに大きくなるように前記加熱室へ燃
料を供給する燃料供給量制御手段とを備えてなることを
特徴とする内燃機関排ガス浄化装置。A particle collector is provided in the middle of an internal combustion engine exhaust gas pipe to collect particles in the exhaust gas, and a particle collector is provided upstream of the particle collector to burn fuel in the internal combustion engine exhaust gas to collect the combustion exhaust gas. In the internal combustion engine exhaust gas purification apparatus, the internal combustion engine exhaust gas purification apparatus includes a heating chamber for supplying the collected particles to the collector, and regenerates the particle collector by burning the collected particles with the combustion exhaust gas, wherein the cumulative operating time of the internal combustion engine exceeds a predetermined set value. Thereafter, a detection means for detecting that the internal combustion engine is in the first idle operation period; and a detection means for detecting that the internal combustion engine is in the first idle operation period; an internal combustion engine exhaust gas purification device, comprising: fuel supply amount control means for supplying fuel to the heating chamber so that the oxygen content of the internal combustion engine exhaust gas is slightly higher than the oxygen content of the internal combustion engine exhaust gas during combustion at a stoichiometric fuel-air ratio of .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58004150A JPS59131718A (en) | 1983-01-17 | 1983-01-17 | Exhaust-gas purifying apparatus for internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58004150A JPS59131718A (en) | 1983-01-17 | 1983-01-17 | Exhaust-gas purifying apparatus for internal-combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59131718A true JPS59131718A (en) | 1984-07-28 |
| JPH0336134B2 JPH0336134B2 (en) | 1991-05-30 |
Family
ID=11576733
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58004150A Granted JPS59131718A (en) | 1983-01-17 | 1983-01-17 | Exhaust-gas purifying apparatus for internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59131718A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007510842A (en) * | 2003-11-07 | 2007-04-26 | プジョー・シトロエン・オトモビル・ソシエテ・アノニム | A device that supports the regeneration of decontamination means integrated in the exhaust line of a vehicle diesel engine |
| FR2929328A3 (en) * | 2008-04-01 | 2009-10-02 | Renault Sas | Fuel i.e. diesel, introducing device for exhaust line in diesel engine of motor vehicle, has microprocessor circuit generating control to regulate temperature of heating element controlled by variation of modulation percentage based on time |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS578311A (en) * | 1980-06-19 | 1982-01-16 | Toyota Motor Corp | Method and device for decreasing discharged quantity of diesel particulates |
| JPS57136814U (en) * | 1981-02-20 | 1982-08-26 |
-
1983
- 1983-01-17 JP JP58004150A patent/JPS59131718A/en active Granted
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS578311A (en) * | 1980-06-19 | 1982-01-16 | Toyota Motor Corp | Method and device for decreasing discharged quantity of diesel particulates |
| JPS57136814U (en) * | 1981-02-20 | 1982-08-26 |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007510842A (en) * | 2003-11-07 | 2007-04-26 | プジョー・シトロエン・オトモビル・ソシエテ・アノニム | A device that supports the regeneration of decontamination means integrated in the exhaust line of a vehicle diesel engine |
| JP4717826B2 (en) * | 2003-11-07 | 2011-07-06 | プジョー・シトロエン・オトモビル・ソシエテ・アノニム | Equipment that assists regeneration of decontamination means integrated in the exhaust line of a vehicle diesel engine |
| FR2929328A3 (en) * | 2008-04-01 | 2009-10-02 | Renault Sas | Fuel i.e. diesel, introducing device for exhaust line in diesel engine of motor vehicle, has microprocessor circuit generating control to regulate temperature of heating element controlled by variation of modulation percentage based on time |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0336134B2 (en) | 1991-05-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4685290A (en) | Engine control with function to eliminate minute particles in exhaust gas | |
| JPH07111129B2 (en) | System and method for removing particulate matter from the exhaust gas of an internal combustion engine | |
| JPH07259533A (en) | Exhaust particulate control device of internal combustion engine | |
| JP2861599B2 (en) | Diesel engine exhaust purification system | |
| JPS59131718A (en) | Exhaust-gas purifying apparatus for internal-combustion engine | |
| JPS62162762A (en) | Exhaust gas purifier for diesel engine | |
| JPH04308309A (en) | Particulate filter regenerative device of diesel engine | |
| JPS6360212B2 (en) | ||
| KR20030003599A (en) | Regeneration Method in Particulate Exhaust Reduction Device and Regeneration Device Using the Same | |
| JPH0447119A (en) | Exhaust disposal equipment of internal combustion engine | |
| JPH0617644B2 (en) | Diesel patty quilt collecting member protection device | |
| JP2005090249A (en) | Temperature control device | |
| JPH0137136Y2 (en) | ||
| JPS62159713A (en) | Exhaust gas purifying device for diesel engine | |
| JP2926769B2 (en) | Exhaust gas purification device for internal combustion engine | |
| JP2589593Y2 (en) | Diesel engine exhaust purification system | |
| KR100291045B1 (en) | Method of reproducing ceramic filter for filtering exhaust gas for diesel engine | |
| JPH0422020Y2 (en) | ||
| JPH037010B2 (en) | ||
| JP2816375B2 (en) | Particulate trap mechanism | |
| JPS6320805Y2 (en) | ||
| JPH07317530A (en) | Exhaust emission control device of diesel engine | |
| JPS638805Y2 (en) | ||
| JPS639613A (en) | Exhaust gas filter regenerative device for internal combustion engine | |
| JPH0123647B2 (en) |