US20150204224A1 - Exhaust purification system of internal combustion engine - Google Patents
Exhaust purification system of internal combustion engine Download PDFInfo
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- US20150204224A1 US20150204224A1 US14/408,410 US201314408410A US2015204224A1 US 20150204224 A1 US20150204224 A1 US 20150204224A1 US 201314408410 A US201314408410 A US 201314408410A US 2015204224 A1 US2015204224 A1 US 2015204224A1
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- Prior art keywords
- particulate filter
- exhaust gas
- movement promoting
- exhaust
- control
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- 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
- F01N3/029—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 by adding non-fuel substances to exhaust
- F01N3/0293—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 by adding non-fuel substances to exhaust injecting substances in exhaust stream
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- 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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
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- 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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
- F01N13/0097—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
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- 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
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/02—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate silencers in series
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- 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
- F01N3/022—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
- F01N3/0222—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 characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
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- 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
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- 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
- F01N3/0232—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 removing incombustible material from a particle filter, e.g. ash
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- 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
- F01N3/0253—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 adding fuel to exhaust gases
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- 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
- F01N3/029—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 by adding non-fuel substances to exhaust
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- 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
- F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
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- 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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2066—Selective catalytic reduction [SCR]
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- 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
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/28—Construction of catalytic reactors
- F01N3/2882—Catalytic reactors combined or associated with other devices, e.g. exhaust silencers or other exhaust purification devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- 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
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/22—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a condensation chamber
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- 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
- F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
- F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
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- 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
- F01N2290/00—Movable parts or members in exhaust systems for other than for control purposes
- F01N2290/08—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement
- F01N2290/10—Movable parts or members in exhaust systems for other than for control purposes with oscillating or vibrating movement actuated by pressure of exhaust gases, e.g. exhaust pulses
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- 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
- F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
- F01N2430/04—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by adding non-fuel substances to combustion air or fuel, e.g. additives
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- 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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
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- 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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/14—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics having more than one sensor of one kind
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the present invention relates to an exhaust purification system of an internal combustion engine.
- a particulate filter for trapping particulate matter which is contained in exhaust gas in an engine exhaust passage.
- This particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are arranged alternately via porous partition walls.
- exhaust gas first flows into the exhaust gas inflow passages, then passes through the partition walls and flows out into the exhaust gas outflow passages. Therefore, the particulate matter which is contained in the exhaust gas is trapped inside the partition walls or on the surfaces of the partition walls which form the inner circumference of the exhaust gas inflow passages.
- PLT 1 Japanese Patent Publication No. 2005-76462A
- exhaust gas contains noncombustible ingredients called “ash”.
- ash is trapped together with the particulate matter by the particulate filter.
- the ash will not burn or will not vaporize. That is, the ash is not removed from the particulate filter, but remains on the particulate filter.
- the pressure loss of the particulate filter becomes larger by the amount of ash which is deposited on the particulate filter.
- PM removal control is liable to be performed regardless of the amount of the particulate filter which is deposited on the particulate filter being relatively small. That is, the timing of execution of PM removal control is liable to be advanced from the optimum timing. Therefore, PM removal control is liable to be unpreferably performed frequently and the energy which is consumed for PM removal control is liable to increase.
- an exhaust purification system of an internal combustion engine which is provided with a particulate filter for trapping particulate matter which is contained in exhaust gas inside an engine exhaust passage, which particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are alternately arranged through porous partition walls, characterized in that the system comprises: a movement promoting means or a movement promoter for promoting movement of ash which deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages; a detecting means or a detector for detecting pressure loss of the particulate filter; and a PM removing means or a PM remover for performing PM removal control for removing particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value.
- the movement promoting means judges if the amount of ash which has deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount and performs movement promoting control when it is judged that the amount of ash is greater than the predetermined upper limit amount.
- the movement promoting means supplies a liquid to the particulate filter to perform the movement promoting control.
- the liquid is comprised of at least one of water, an aqueous solution, and a liquid fuel.
- at least one of an engine intake passage, engine exhaust passage upstream of the particulate filter, and exhaust gas recirculation passage which connects the engine intake passage and engine exhaust passage with each other is formed with a condensed water storage part which stores condensed water which is generated at the internal combustion engine, and the movement promoting means supplies condensed water which was stored in the condensed water storage part to the particulate filter, to perform the movement promoting control.
- the system further comprises an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter; a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter; and a NOx reducing means or a NOx reducer for adding the liquid reducing agent from the reducing agent addition valve with a NOx reduction addition pressure and NOx reduction addition time for reducing the NOx, and that the movement promoting means adds liquid reducing agent from the reducing agent addition valve with an addition pressure which is lower than the NOx reduction addition pressure or with an addition time which is longer than the NOx reduction addition time, to perform the movement promoting control.
- an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter
- a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter
- the movement promoting means makes the pressure inside of the particulate filter pulsate, to perform the movement promoting control.
- the movement promoting means makes the particulate filter vibrate, to perform the movement promoting control.
- the movement promoting means makes the temperature of the particulate filter rise to a temperature higher than that at the time of PM removal control, to perform the movement promoting control.
- the movement promoting means feeds a liquid to the particulate filter and makes the liquid solidify, to perform the movement promoting control.
- PM removal control can be performed at the optimum timing.
- FIG. 1 is an overall view of an internal combustion engine.
- FIG. 2 is a schematic view of a cooling device.
- FIG. 3A is a front view of a particulate filter.
- FIG. 3B is a side cross-sectional view of a particulate filter.
- FIG. 4 is a time chart which explains PM removal control.
- FIG. 5A is a map which shows an amount of increase.
- FIG. 5B is a map which shows an amount of decrease.
- FIG. 6 is a flow chart which shows a routine for executing PM removal control.
- FIG. 7 is a flow chart which shows a routine for calculating an amount of deposited particulate matter QPM.
- FIG. 8A is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
- FIG. 8B is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
- FIG. 8C is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
- FIG. 8D is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM.
- FIG. 9A is a partial enlarged cross-sectional view of a particulate filter which shows ash which is deposited on an inner circumference of an exhaust gas inflow passage.
- FIG. 9B is a partial enlarged cross-sectional view which shows ash which is deposited at a rear part of an exhaust gas inflow passage.
- FIG. 10 is a time chart which explains movement promoting control.
- FIG. 11A is a graph which explains a difference between intercepts of two asymptotes.
- FIG. 11B is a graph which explains a difference between intercepts of two asymptotes.
- FIG. 12 is a flow chart which shows a routine for executing engine start control.
- FIG. 13 is a flow chart which shows a routine for executing movement promoting control.
- FIG. 14 is a flow chart which shows a routine for executing idling control.
- FIG. 15 is a flow chart which shows a routine for calculating a ratio R.
- FIG. 16 is a graph which explains another embodiment of the ratio R.
- FIG. 17A is a view which shows another embodiment of a condensed water storage part.
- FIG. 17B is a view which shows another embodiment of a condensed water storage part.
- FIG. 17C is a view which shows another embodiment of a condensed water storage part.
- FIG. 18 is an overview of an internal combustion engine which shows another embodiment of the present invention.
- FIG. 19 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 18 .
- FIG. 20 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 19 .
- FIG. 21 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 22 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 21 .
- FIG. 23 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 22 .
- FIG. 24A is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 24B is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 24C is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 25 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 26 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 25 .
- FIG. 27 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 26 .
- FIG. 28 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 29 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 28 .
- FIG. 30 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 29 .
- FIG. 31 is a time chart which explains still another embodiment according to the present invention.
- FIG. 32 is a flow chart which shows a routine for executing the exhaust purification control which is shown in FIG. 31 .
- FIG. 33 is a flow chart which shows a routine for executing the movement promoting control which is shown in FIG. 31 .
- FIG. 34 is a time chart which explains still another embodiment according to the present invention.
- FIG. 35 is a flow chart which shows a routine for executing engine stop control which is shown in FIG. 34 .
- FIG. 36 is a flow chart which shows a routine for executing engine start control which is shown in FIG. 34 .
- FIG. 37 is a flow chart which shows a routine for executing movement promoting control during stop which is shown in FIG. 34 .
- FIG. 38 is a flow chart which shows a routine for executing movement promoting control during start which is shown in FIG. 34 .
- FIG. 39 is an overview of an internal combustion engine which shows still another embodiment according to the present invention.
- FIG. 40 is a time chart which explains movement promoting control of the embodiment which is shown in FIG. 39 .
- FIG. 41 is a flow chart which shows a routine for executing movement promoting control during stop which is shown in FIG. 40 .
- 1 indicates a body of a compression ignition-type internal combustion engine, 2 a combustion chamber of each cylinder, 3 an electronically controlled fuel injector which injects fuel into a combustion chamber 2 , 4 an intake manifold, and 5 an exhaust manifold.
- the intake manifold 4 is connected through an intake duct 6 to an outlet of a compressor 7 c of an exhaust turbocharger 7 , while an inlet of the compressor 7 c is connected through an air flowmeter 8 to an air cleaner 9 .
- an electrically controlled throttle valve 10 is arranged inside the intake duct 6 .
- a cooling device 11 is arranged for cooling the intake air which flows through the inside of the intake duct 6 .
- the exhaust manifold 5 is connected to an inlet of an exhaust turbine 7 t of the exhaust turbocharger 7 , while an outlet of the exhaust turbine 7 t is connected to an exhaust post-treatment device 20 .
- the exhaust manifold 5 and the intake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as “EGR”) passage 12 .
- EGR exhaust gas recirculation
- an electrically controlled EGR control valve 13 is arranged inside the EGR passage 12 .
- a cooling device 14 is arranged for cooling the EGR gas which flows through the inside of the EGR passage 12 .
- each fuel injector 3 is connected through a fuel runner 15 to a common rail 16 .
- the inside of this common rail 16 is supplied with fuel from an electronically controlled variable discharge fuel pump 17 .
- the fuel which is supplied to the inside of the common rail 16 is supplied through each fuel runner 15 to a fuel injector 3 .
- this fuel is comprised of diesel oil.
- the internal combustion engine is comprised of a spark ignition type internal combustion engine at which fuel is burned with a lean air-fuel ratio.
- the fuel is comprised of gasoline.
- the exhaust post-treatment device 20 is provided with an exhaust pipe 21 which is connected to the outlet of the exhaust turbine 7 t, a catalytic converter 22 which is connected to the exhaust pipe 21 , and an exhaust pipe 23 which is connected to the catalytic converter 22 .
- a wall flow type of particulate filter 24 is arranged inside of the catalytic converter 22 .
- the catalytic converter 22 is provided with a temperature sensor 25 for detecting the temperature of the particulate filter 24 .
- a temperature sensor is arranged in the exhaust pipe 21 to detect the temperature of the exhaust gas which flows into the particulate filter 24 .
- a temperature sensor for detecting the temperature of the exhaust gas which flows out from the particulate filter 24 is arranged in the exhaust pipe 23 . The temperatures of the exhaust gas express the temperature of the particulate filter 24 .
- the catalytic converter 22 is further provided with a pressure loss sensor 26 for detecting the pressure loss of the particulate filter 24 .
- the pressure loss sensor 26 is comprised of a pressure difference sensor for detecting the pressure difference upstream and downstream of the particulate filter 24 .
- the pressure loss sensor 26 is comprised of a sensor which is attached to the exhaust pipe 21 and detects the engine back pressure.
- the exhaust manifold 5 is provided with a fuel addition valve 27 .
- This fuel addition valve 27 is supplied with fuel from the common rail 16 . From the fuel addition valve 27 , fuel is added inside of the exhaust manifold 5 .
- the fuel addition valve 27 is arranged in the exhaust pipe 21 .
- FIG. 2 shows a cooling device 14 which is provided in the EGR passage 12 .
- the cooling device 14 is provided with a main passage 14 a which is connected to the EGR passage 12 , a cooler 14 b which is arranged around the main passage 14 a, a bypass passage 14 c which branches from the main passage 14 a upstream of the cooler 14 b and returns to the main passage 14 a downstream of the cooler 14 b, and a bypass control valve 14 d which selectively guides EGR gas to one of the main passage 14 a and bypass passage 14 c.
- the bypass control valve 14 d is controlled to the cooling position which is shown by the solid line in FIG. 2 , therefore the EGR gas is guided to the cooler 14 b.
- the bypass control valve 14 d is controlled to the bypass position which is shown by the broken line in FIG. 2 , therefore the EGR gas bypasses the cooler 14 b.
- the bypass passage 14 c is provided with a condensed water storage part 14 e for storing condensed water which is formed in the EGR passage 12 and the cooling device 14 .
- the condensed water storage part 14 e is comprised of a recessed part which is formed at the bottom surface of the bypass passage 14 c.
- the electronic control unit 30 is comprised of a digital computer which is provided with components which are connected with each other by a bidirectional bus 31 such as a ROM (read only memory) 32 , RAM (random access memory) 33 , CPU (microprocessor) 34 , input port 35 , and output port 36 .
- the output signals of the air flowmeter 8 , temperature sensor 25 , and pressure difference sensor 26 are input through respectively corresponding AD converters 37 to the input port 35 .
- the accelerator pedal 39 is connected to a load sensor 40 which generates an output voltage which is proportional to the amount of depression L of the accelerator pedal 39 .
- the output voltage of the load sensor 40 is input through a corresponding AD converter 37 to the input port 35 .
- the engine body 1 has a water temperature sensor 41 for detecting the engine cooling water temperature and an oil temperature sensor 42 for detecting the engine lubrication oil temperature attached to it.
- the output voltages of these sensors 41 and 42 are input through the corresponding AD converters 37 to the input port 35 .
- the input port 35 is connected to a crank angle sensor 43 which generates an output pulse each time the crankshaft rotates by for example 15°.
- the output pulse from the crank angle sensor 43 is used as the basis to calculate the engine speed Ne.
- the input port 35 further receives as input the signals which show if the ignition switch 44 and the starter switch 45 are on or off. When the starter switch 45 is on, the starter motor 46 is actuated.
- the output port 36 is connected through corresponding drive circuits 38 to the fuel injectors 3 , throttle valve 10 drive device, EGR control valve 13 , bypass control valve 14 d, fuel pump 17 , fuel addition valve 27 , and starter motor 46 .
- FIG. 3A and FIG. 3B show the structure of the wall flow type particulate filter 24 .
- FIG. 3A shows a front view of the particulate filter 24
- FIG. 3B shows a side cross-sectional view of the particulate filter 24 .
- the particulate filter 24 forms a honeycomb structure which is provided with a plurality of exhaust flow passages 71 i, 710 which extend in parallel with each other and partition walls 72 which separate these exhaust flow passages 71 i, 71 o.
- FIG. 3A and FIG. 3B show the structure of the wall flow type particulate filter 24 .
- FIG. 3A shows a front view of the particulate filter 24
- FIG. 3B shows a side cross-sectional view of the particulate filter 24 .
- the particulate filter 24 forms a honeycomb structure which is provided with a plurality of exhaust flow passages 71 i, 710 which extend in parallel with each other and partition walls 72 which separate these exhaust flow passages 71 i,
- the exhaust flow passages 71 i, 71 o are comprised of exhaust gas inflow passages 71 i which have upstream ends which are opened and have downstream ends which are closed by plugs 73 d and exhaust gas outflow passages 710 which have upstream ends which are closed by plugs 73 u and have downstream ends which are opened.
- the hatched parts show plugs 73 u . Therefore, the exhaust gas inflow passages 71 i and exhaust gas outflow passages 710 are alternately arranged through thin partition walls 72 .
- the exhaust gas inflow passages 71 i and exhaust gas outflow passages 710 are comprised of exhaust gas inflow passages 71 i each of which are surrounded by four exhaust gas outflow passages 710 and of exhaust gas outflow passages 710 each of which are surrounded by four exhaust gas inflow passages 71 i.
- the exhaust flow passages are comprised of exhaust gas inflow passages with upstream ends and downstream ends which are opened and exhaust gas outflow passages with upstream ends which are closed by plugs and with downstream ends which are open.
- the partition walls 72 are formed from porous materials such as cordierite, silicon carbide, silicon nitride, zirconia, titania, alumina, silica, mullite, lithium aluminum silicate, zirconium phosphate, and other such ceramics. Therefore, as shown by the arrows in FIG. 3B , the exhaust gas first flows into the exhaust gas inflow passages 71 i, then passes through the surrounding partition walls 72 and flows out to the adjoining exhaust gas outflow passages 710 . In this way, the partition walls 72 form the inner circumferences of the exhaust gas inflow passages 71 i. Note that, the partition walls 72 have average pore sizes of 10 to 25 ⁇ m or so.
- the partition walls 72 carry a catalyst which has an oxidation function at the two side surfaces and the surfaces inside the pores.
- the catalyst which has the oxidation function is comprised of palladium Pt, rhodium Rh, palladium Pd, or other such precious metal.
- the catalyst which has an oxidation function is comprised of a composite oxide including cerium Ce, praseodymium Pr, neodymium Nd, lanthanum La, or other such base metal.
- the catalyst is comprised of a combination of a precious metal and composite oxide.
- the exhaust gas contains particulate matter which is formed mainly from solid carbon. This particulate matter is trapped on the particulate filter 24 .
- fuel is burned under an oxygen excess. Therefore, so long as fuel is not secondarily supplied from the fuel injector 3 and fuel addition valve 27 , the particulate filter 24 is in an oxidizing atmosphere. Further, the particulate filter 24 carries a catalyst which has an oxidation function. As a result, the particulate matter which is trapped on the particulate filter 24 is successively oxidized.
- the amount of particulate matter which is trapped per unit time becomes greater than the amount of particulate matter which is oxidized per unit time, the amount of particulate matter which is trapped on the particulate filter 24 increases together with the elapse of the engine operation time.
- PM removal control for removing particulate matter from the particulate filter 24 is repeatedly performed. As a result, the particulate matter on the particulate filter 24 is removed and the pressure loss of the particulate filter 24 is decreased.
- PM removal control is comprised of temperature elevation control which raises and holds the temperature of the particulate filter 24 to the PM removal temperature (for example 600° C.) to remove the particulate matter by oxidation.
- temperature elevation control in one embodiment, fuel is added from the fuel addition valve 27 and the fuel is burned at the exhaust passage or particulate filter 24 .
- fuel is injected from a fuel injector 3 in the compression stroke or exhaust stroke. This fuel is burned in the combustion chamber 2 , exhaust passage, or particulate filter 24 .
- the amount of increase qPMi as shown in FIG. 5A , is stored as a function of the fuel injection amount QF and the engine speed Ne in the form of a map in advance in the ROM 32 ( FIG. 1 ).
- the fuel injection amount QF represents the engine load.
- the amount of decrease qPMd as shown in FIG.
- the intake air amount Ga expresses the flow of exhaust gas or oxygen which flows into the particulate filter 24 .
- FIG. 6 shows a routine for executing the PM removal control which is shown in FIG. 4 .
- step 101 it is judged if the pressure difference PD of the particulate filter 24 is larger than the upper limit value UPD.
- step 102 temperature elevation control is performed. That is, the target value TTF of the temperature TF of the particulate filter 24 is set to the PM removal temperature TFPM.
- the temperature of the particulate filter 24 is controlled so that the actual temperature of the particulate filter 24 becomes the target value TTF.
- step 103 it is judged if the amount of deposited particulate matter QPM is smaller than the lower limit value LQPM.
- the routine returns to step 102 .
- QPM ⁇ LQPM the processing cycle is ended. Therefore, the temperature elevation control is ended.
- step 101 when PD ⁇ UPD, the processing cycle is ended. In this case, temperature elevation control is not performed.
- FIG. 7 shows a routine for calculating the amount of deposited particulate matter QPM.
- step 111 the amount of increase qPMi is calculated from the map of FIG. 5A .
- step 112 the amount of decrease qPMd is calculated from the map of FIG. 5B .
- the PM removal control is comprised of NOx amount increasing control for increasing the amount of NOx in the exhaust gas which flows into the particulate filter 24 , to remove the particulate matter by oxidation by NOx.
- NOx amount increasing control for increasing the amount of NOx in the exhaust gas which flows into the particulate filter 24 , to remove the particulate matter by oxidation by NOx.
- the PM removal control is comprised of ozone supply control which supplies ozone to the particulate filter 24 from an ozone supplier which is connected with the exhaust passage upstream of the particulate filter 24 , to remove the particulate matter by oxidation by ozone.
- exhaust gas also contains ash.
- This ash is also trapped at the particulate filter 24 together with the particulate matter.
- the calcium Ca, zinc Zn, phosphorus P, etc. are derived from the engine lubrication oil, while the sulfur S is derived from the fuel. That is, if explaining calcium sulfate CaSO 4 as an example, the engine lubrication oil flows into the combustion chamber 2 and burns. The calcium Ca in the lubrication oil bonds with the sulfur S in the fuel whereby calcium sulfate CaSO 4 is formed.
- the ash is not burned or vaporized. That is, the ash is not removed from the particulate filter 24 and remains on the particulate filter 24 .
- the pressure loss or the pressure difference PD of the particulate filter 24 increases by the amount of the ash which is deposited on the particulate filter 24 .
- the pressure difference PD increases from its initial value PD 0 , while the amount of deposited particulate matter QPM increases from its initial value zero along the curve CT 1 .
- PM removal control is started.
- the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM 1 along the curve CR 1 .
- the PM removal control is ended.
- the pressure difference PD is increased from the value PD 1 , while the amount of deposited particulate matter QPM increases from the lower limit value LQPM along the curve CT 2 .
- PM removal control is started.
- the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM 2 along the curve CR 2 .
- the PM removal control is ended. In this way, the increase and decrease of the pressure difference PD and the amount of deposited particulate matter QPM are alternately repeated.
- FIG. 8A shows a first increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
- FIG. 8B shows a first decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM
- FIG. 8C shows a second increasing action of the pressure difference PD and the amount of deposited particulate matter QPM
- FIG. 8D shows a second decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM.
- the amount of deposited particulate matter QPM decreases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is stopped, that is, when the PM removal control is started (QPM 1 >QPM 2 ), while the pressure difference PD increases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is started (PD 0 ⁇ PD 1 ⁇ PD 2 ).
- the timing of execution of PM removal control is liable to be advanced from the optimum timing.
- the PM removal processing is unpreferably performed frequently and the amount of fuel consumed unpreferably increases.
- the ash which is deposited on the particulate filter 24 can be considered to be formed from one or both of the ash A which deposits in a dispersed manner on the inner circumferences 71 is of the exhaust gas inflow passages 71 i as shown in FIG. 9A , and the ash A which locally deposits at the rear parts or bottom parts 71 ir of the exhaust gas inflow passages 71 i as shown in FIG. 9B .
- the ash A which deposits on the inner circumferences 71 is of the exhaust gas inflow passages 71 i has a large effect on the pressure loss or the pressure difference PD of the particulate filter 24 .
- the ash A which is deposited at the rear part 71 ir of the exhaust gas inflow passage 71 i has a small effect on the pressure loss or the pressure difference PD of the particulate filter 24 .
- a movement promoting control is performed which promotes movement of the ash A which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i to the rear parts 71 ir of the exhaust gas inflow passages 71 i.
- the amount of ash which deposits on the inner circumferences 71 is of the exhaust gas inflow passages 71 i can be decreased and the effect of the ash on the pressure difference PD can be kept small. Therefore, the timing of execution of the PM removal control can be maintained at the optimum timing.
- the movement promoting control is performed by supplying liquid to the particulate filter 24 .
- This liquid is comprised of condensed water which is stored in the condensed water storage part 14 e.
- the movement promoting control is performed at the time of engine cold start. As opposed to this, when it is not judged that the amount of ash which deposited on the inner circumferences 71 is is larger than the upper limit amount, the movement promoting control is not performed. This movement promoting control will be explained with reference to FIG. 10 .
- the solid line shows the case where the movement promoting control is performed
- the broken line shows the case where the movement promoting control is not performed.
- the ignition switch 44 is turned on
- the starter switch 45 is turned on, and therefore engine startup is started.
- the engine speed Ne rises.
- the engine speed Ne exceeds a predetermined set value NeC (for example 900 rpm) and complete explosion occurs.
- normal idling control is performed.
- the engine speed Ne is maintained at the cold idling speed NeIC (for example, at the highest, 1000 rpm). Further, the EGR control valve 13 is closed, and therefore the feed of EGR gas is prohibited.
- the engine speed Ne is maintained at the warm idling speed NeIW (for example 700 to 800 rpm). Further, the feed of EGR gas is allowed. That is, the opening degree DEGR of the EGR control valve 13 is controlled in accordance with the engine operating state. Note that, in the example which is shown in FIG.
- the engine speed Ne is maintained at a predetermined movement promoting idling speed NeIT (for example, 1500 rpm).
- This movement promoting idling speed NeIT is set higher than the normal idling speeds NeIC and NeIW.
- the opening degree DEGR of the EGR control valve 13 is increased. In the example which is shown in FIG.
- the opening degree DEGR is made 100%, that is, the EGR control valve 13 is made full open.
- the engine operation is cold operation, so the bypass control valve 14 d of the cooling device 14 is controlled to the bypass position ( FIG. 2 ).
- a relatively large amount of EGR gas flows through the bypass passage 14 c .
- This large amount of EGR gas causes the condensed water to be discharged from the condensed water storage part 14 e.
- This condensed water successively flows together with the EGR gas through the intake manifold 4 , combustion chambers 2 , exhaust manifold 5 , and exhaust pipe 21 and is fed to the inside of the particulate filter 24 .
- the ash on the inner circumference 71 is of the exhaust gas inflow passage 71 i is washed away by the condensed water and is moved to the rear part 71 ir .
- the ash is wet by the condensed water whereby the ash layer which is formed on the inner circumference 71 is of the exhaust gas inflow passage 71 i is destroyed and the ash easily separates from the inner circumference 71 is .
- the ash which separated from the inner circumference 71 is is easily moved by the exhaust gas to the rear part 71 ir during the subsequent engine operation.
- the condensed water is fed as a liquid to the particulate filter 24 , therefore movement of the ash can be reliably promoted.
- the movement promoting control due to the movement promoting control, the amount of condensed water which passes through a combustion chamber 2 is relatively small and no water hammer phenomenon occurs. Further, if movement promoting control is performed, the particulate matter which is deposited on the inner circumference 71 is also moves to the rear part 71 ir . The particulate matter which was moved in this way is removed by the subsequent
- the normal idling control is started. That is, when the engine operation is cold operation, the engine speed Ne is maintained at the cold idling speed NeIC and the EGR control valve 13 is closed. Next, if, at the time tb 4 , the engine operation switches to warm operation, the engine speed Ne is maintained at the warm idling speed NeIW and the feed of EGR gas is allowed.
- the amount of increase in the fuel consumption rate over the new fuel consumption rate is about 13%.
- the amount of increase in the fuel consumption rate over the new fuel consumption rate after the movement promoting control is performed is about 3%. In this way, by the movement promoting control, it is possible to reliably suppress the increase in the fuel consumption rate.
- C 1 The difference of the intercepts of these two formulas is represented by C 1 .
- B 1 represents the pressure loss of the particulate filter 24 itself and corresponds to PD 0 .
- the difference Ci of the intercepts represents the amount of particulate matter which has deposited on the particulate filter 24 at the time of the i-th increasing action of the pressure difference PD and the amount of deposited particulate matter QPM. Alternatively, it represents the amount of particulate matter which is removed from the particulate filter 24 at the time of the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM. The amount of this particulate matter becomes smaller as the amount of the ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i becomes greater.
- FIG. 11A shows the case where the difference Ci or the ratio R is large
- FIG. 11B shows the case where the difference Ci or the ratio R is small.
- FIG. 12 shows a routine for executing the engine start control in the embodiment which is shown in FIG. 1 .
- This routine is executed just once when the ignition switch 44 is turned on.
- Ne ⁇ NeC the routine returns to step 122 .
- Ne>NeC that is, when complete explosion occurs, next the routine proceeds to step 123 where it is judged if the ratio R is smaller than the lower limit value RL.
- step 124 it is judged if the engine operation is cold operation.
- step 125 the movement promoting control routine is executed.
- FIG. 13 shows a routine for executing movement promoting control in the embodiment which is shown in FIG. 1 .
- This routine is for example executed at step 125 of FIG. 12 .
- the target speed TNe is set to the movement promoting idling speed NeIT.
- the engine speed is controlled so that the actual engine speed becomes the target speed TNe.
- the EGR control valve 13 is opened.
- the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 of FIG. 12 .
- FIG. 14 shows the routine for executing the normal idling control.
- step 141 it is judged if the amount of depression L of the accelerator pedal 39 is zero, that is, if the engine operation is in idling operation.
- L>0 that is, when the engine operation is not idling operation
- the processing cycle is ended.
- step 142 next the routine proceeds to step 142 where it is judged if the flag X has been set.
- the processing cycle is ended.
- step 143 it is judged if the amount of depression L of the accelerator pedal 39 is zero, that is, if the engine operation is in idling operation.
- L>0 that is, when the engine operation is not idling operation
- the routine proceeds to step 142 where it is judged if the flag X has been set.
- the flag X
- step 143 it is judged if the engine operation is cold operation.
- the routine proceeds to step 144 where the target speed TNe is set to the cold idling speed NeIC.
- step 146 the EGR control valve 13 is closed.
- the routine proceeds to step 146 where the target speed TNe is set to the warm idling speed NeIW.
- the feed of EGR gas is allowed.
- FIG. 15 shows the routine for calculation of the ratio R.
- the pressure difference PD is read.
- the amount of particulate matter QPM is read.
- the routine proceeds to step 154 where it is judged if the PM removal control has switched from stop to execute.
- the processing cycle is ended.
- the routine proceeds to step 155 where the asymptote ASTi of the curve CTi for the i-th increasing action is determined.
- the routine proceeds from step 153 to step 156 where the asymptote ASRi of the curve CRi for the i-th decreasing action is determined.
- the difference Ci of the intercepts is calculated.
- the amount of decrease Di or ratio Di/D 1 becomes smaller as the amount of ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i becomes greater. Therefore, the ratio R is calculated in the form of Di/D 1 .
- FIG. 17A to FIG. 17C show another embodiment of a condensed water storage part 14 e.
- the bypass passage 14 c of the cooling device 14 is bent downward.
- the condensed water storage part 14 e is configured by the bent part of the bypass passage 14 c.
- the condensed water storage part 14 e is configured by a recessed part which is formed at the bottom surface of the intake manifold 4 .
- the condensed water storage part 14 e is configured by a recessed part which is formed at the bottom surface of the exhaust manifold 5 . Note that, in the embodiment which is shown in FIG. 17B and FIG.
- a condensed water storage part 14 e is configured by a recessed part which is formed in the bottom surface of the housing of the exhaust turbocharger 7 or a recessed part which is formed in the bottom surface of the exhaust pipe 21 .
- FIG. 18 shows another embodiment according to the present invention.
- the particulate filter 24 carries a NOx reducing catalyst 24 a.
- This NOx reducing catalyst 24 a has the function of reducing the NOx in the exhaust gas by a reducing agent in an oxidizing atmosphere in which the reducing agent is contained.
- the NOx reducing catalyst 24 a is for example comprised of a carrier which is formed from titania on which vanadium oxide is carried, that is, a vanadium-titania catalyst, or of a carrier which is formed from zeolite on which copper is carried, that is, a copper-zeolite catalyst.
- the NOx reducing catalyst is arranged downstream of the particulate filter 24 .
- a reducing agent addition valve 50 is arranged for secondarily adding a reducing agent in the exhaust gas.
- the reducing agent addition valve 50 is connected through a reducing agent feed pipe 51 to a reducing agent tank 52 .
- a variable discharge pressure-type reducing agent pump 53 is arranged inside the reducing agent feed pipe 51 .
- the reducing agent is comprised of a urea aqueous solution.
- the reducing agent tank 52 stores the urea aqueous solution.
- a reducing agent is added from the reducing agent addition valve 50 for reducing the NOx.
- This reducing agent is next supplied to the NOx reducing catalyst 24 a.
- NOx is reduced in the NOx reducing catalyst 24 a.
- the reducing agent is added from the reducing agent addition valve 50 with the NOx reduction addition pressure and the NOx reduction addition time.
- the liquid which is supplied in the movement promoting control is comprised of a reducing agent which is added from the reducing agent addition valve 50 , that is, a urea aqueous solution. That is, as shown in FIG. 19 , after engine startup at the time tc 1 , if complete explosion occurs at the time tc 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through the particulate filter 24 is increased. At this time, the reducing agent is added from the reducing agent addition valve 50 with the movement promoting addition pressure in the form of a liquid. This liquid reducing agent is supplied by the exhaust gas to the particulate filter 24 .
- the movement promoting addition pressure and the movement promoting addition time are set so that the reducing agent is not atomized much at all and is supplied in the form of a liquid to the particulate filter 24 . That is, the reducing agent is added with a movement promoting addition pressure which is lower than the NOx reduction addition pressure or with a movement promoting addition time which is longer than the NOx reduction addition time.
- the movement promoting addition pressure and the movement promoting addition time are set in accordance with the engine operating state. In the embodiment which is shown in FIG. 18 , the movement promoting addition pressure becomes higher as the intake air amount becomes greater and becomes higher as the temperature of the exhaust gas which flows into the particulate filter 24 becomes higher. Further, the movement promoting addition time becomes longer as the pressure inside the exhaust pipe 21 becomes higher and becomes longer the greater the amount of ash which is deposited on the inner circumferences 71 is of the exhaust gas inflow passages 71 i.
- FIG. 20 shows a routine for executing the movement promoting control which is shown in FIG. 19 .
- This routine is for example executed at step 125 of FIG. 12 .
- the target speed TNe is set at the movement promoting idling speed NeIT.
- the movement promoting addition pressure is calculated.
- the movement promoting addition time is calculated.
- the reducing agent is added from the reducing agent addition valve 50 with the movement promoting addition pressure for the movement promoting addition time.
- the processing cycle is ended. That is, the movement promoting control is ended, and the routine proceeds to step 126 of FIG. 12 .
- the liquid which is supplied to the movement promoting control is comprised of fuel which is added from the fuel addition valve 27 .
- the fuel which is added from the fuel addition valve 27 is used for reducing the NOx at the catalyst which is carried on the particulate filter 24 .
- it is used for the above-mentioned temperature elevation control.
- liquid fuel is added from the fuel addition valve 27 .
- the fuel is added with an addition pressure which is lower than the addition pressure for NOx reduction or temperature elevation control or an addition time which is longer than the addition time for NOx reduction or temperature elevation control.
- the fuel is added in the form of a liquid to the particulate filter 24 .
- FIG. 21 shows still another embodiment according to the present invention.
- a liquid addition valve 55 is arranged in the EGR passage 12 to secondarily add liquid into the EGR gas.
- the liquid addition valve 55 is connected through a liquid feed pipe 56 to a liquid tank 57 .
- a variable discharge liquid pump 58 is arranged inside the liquid feed pipe 56 .
- the liquid is comprised of water.
- the water is stored in the liquid tank 57 .
- the liquid is comprised of an aqueous solution or liquid fuel.
- the liquid which is supplied in the movement promoting control is comprised of the liquid which is added from the liquid addition valve 55 , that is, water. That is, as shown in FIG. 22 , if, after engine startup at the time td 1 , complete explosion occurs at the time td 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. Further, the EGR control valve 13 is opened. At this time, water is added from the liquid addition valve 55 with the movement promoting addition pressure. This water is supplied by the exhaust gas to the particulate filter 24 .
- the movement promoting addition pressure and the movement promoting addition time are set so that the water is supplied in the form of a liquid to the particulate filter 24 .
- the normal idling control is started. Further, the addition of water is stopped. That is, the movement promoting control is stopped.
- FIG. 23 shows a routine for executing the movement promoting control which is shown in FIG. 22 .
- This routine is for example executed at step 125 of FIG. 12 .
- the target speed TNe is set to the movement promoting idling speed NeIT.
- the EGR control valve 13 is opened.
- the movement promoting addition pressure is calculated.
- the movement promoting addition time is calculated.
- liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
- the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 of FIG. 12 .
- a liquid addition valve 55 is arranged at the intake duct 6 .
- the liquid addition valve 55 is arranged at the exhaust manifold 5 .
- the liquid addition valve 55 is arranged at the exhaust pipe 21 . Note that, in the embodiments which are shown from FIG. 24A to FIG. 24C , the EGR control valve 13 is closed at the time of movement promoting control.
- FIG. 25 shows still another embodiment according to the present invention.
- an exhaust control valve 60 which can open and close the exhaust pipe 23 is arranged in the exhaust pipe 23 downstream of the particulate filter 24 .
- the exhaust control valve 60 is normally set full open.
- the movement promoting control is comprised of generation of pressure pulsation in the particulate filter 24 . That is, as shown in FIG. 26 , if, after engine startup at the time te 1 , complete explosion occurs at the time te 2 , the engine speed Ne is maintained at the movement promoting idling speed NeIT. At this time, the exhaust control valve 60 is alternately repeatedly opened and closed. As a result, pulsation occurs in the pressure in the particulate filter 24 . Due to this pressure pulsation, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed and the ash easily peels off from the inner circumferences 71 is .
- the ash which peeled off from the inner circumferences 71 is is easily moved by the exhaust gas to the rear parts 71 ir during the subsequent engine operation.
- a predetermined set time tE elapsed
- the normal idling control is started. Further, the exhaust control valve 60 is maintained full open. That is, the movement promoting control is stopped.
- FIG. 27 shows the routine for executing the movement promoting control which is shown in FIG. 26 .
- This routine is for example executed at step 125 of FIG. 12 .
- the target speed TNe is set to the movement promoting idling speed NeIT.
- the exhaust control valve 60 is opened and closed repeatedly.
- the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 of FIG. 12 .
- FIG. 28 shows still another embodiment according to the present invention.
- the catalytic converter 22 has a vibrator 61 attached to it.
- the movement promoting control is comprised of the generation of vibration at the particulate filter 24 .
- the vibrator 61 is actuated. As a result, the particulate filter 24 is given vibration. Due to this vibration, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed and the ash is easily separated from the inner circumferences 71 is . The ash which is separated from the inner circumferences 71 is is easily moved by the exhaust gas to the rear parts 71 ir during the subsequent engine operation.
- the vibrator 61 is stopped. That is, the movement promoting control is stopped.
- FIG. 30 shows the routine for executing the movement promoting control which is shown in FIG. 29 .
- This routine is for example executed at step 126 of FIG. 12 .
- the target speed TNe is set to the movement promoting idling speed NeIT.
- the vibrator 61 is actuated.
- the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 of FIG. 12 .
- FIG. 31 shows still another embodiment of the present invention.
- temperature elevation control for movement promotion is performed where the temperature TF of the particulate filter 24 rises to the movement promoting temperature TFT which is higher than the PM removal control.
- exhaust gas amount increasing control is performed to temporarily make the amount of exhaust gas which runs through the particulate filter 24 increase.
- the ash shrinks due to the heating, the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily peels off from the inner circumferences 71 is .
- the ash which peeled off from the inner circumferences 71 is is easily and reliably moved by the increased exhaust gas to the rear parts 71 ir .
- the movement promoting temperature TFT is for example from 630° C. to 1100° C. or so.
- the movement promoting control of this embodiment is performed at the time of normal operation after engine startup has been completed. That is, as shown in FIG. 31 , at the time tg 1 , PM removal control is started, whereby the temperature TF of the particulate filter 24 is raised to the PM removal temperature TFPM.
- the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM and the PM removal control is ended.
- movement promoting control is started. Specifically, first, temperature elevation control for movement promotion is started. That is, the temperature TF of the particulate filter 24 is raised from the PM removal temperature TFPM to the movement promoting temperature TFT and held there. If doing this, the energy which is required for the temperature elevation control for movement promotion can be decreased. Next, if, at the time tg 3 , a predetermined set time tG 1 elapses, the temperature elevation control for movement promotion is ended. Next, exhaust gas amount increasing control is started.
- fuel is added from the fuel addition valve 27 .
- This fuel is burned in the exhaust passage or particulate filter 24 .
- fuel is injected from a fuel injector 3 in the compression stroke or the exhaust stroke and this fuel is burned in the combustion chamber 2 , exhaust passage, or particulate filter 24 .
- exhaust gas amount increasing control the engine speed or the throttle opening degree is increased.
- FIG. 32 shows a routine for executing the exhaust purification control which is shown in FIG. 31 .
- the PM removal control routine which is shown in FIG. 6 is executed.
- R ⁇ RL next the routine proceeds to step 203 where the movement promoting control routine is executed.
- the processing cycle is ended. Therefore, in this case, the movement promoting control routine is not executed.
- FIG. 33 shows a routine for executing the movement promoting control which is shown in FIG. 31 .
- This routine is for example executed at step 203 of FIG. 32 .
- the target value TTF of the temperature TF of the particulate filter 24 is set to the movement promoting temperature TFT.
- the routine returns to step 211 .
- the routine proceeds to step 213 where exhaust gas amount increasing control is performed.
- the routine returns to step 213 .
- the processing cycle is ended. That is, exhaust gas amount increasing control ends, therefore the movement promoting control is ended.
- the exhaust gas amount increasing control is omitted.
- the ash which is peeled off from the inner circumferences 71 is by the temperature elevation control for movement promotion is easily moved to the rear parts 71 ir by the exhaust gas during the subsequent engine operation.
- FIG. 34 shows another embodiment of the movement promoting control in the embodiment which is shown in FIG. 24C .
- the movement promoting control is comprised of movement promoting control during stop which is performed when the engine is stopped and movement promoting control during start which is performed when the engine is subsequently started.
- the ash is wet by the condensed water, the ash layer which is formed at the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily peels off from the inner circumferences 71 is .
- the set time tH 1 is set to the time necessary for lowering the temperature TF of the particulate filter 24 so that the liquid which is added from the liquid addition valve 55 does not vaporize at the particulate filter 24 .
- the addition of liquid is stopped. That is, movement promoting control during stop is stopped.
- the ignition switch 44 is turned on and the engine is started.
- movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through the particulate filter 24 is increased.
- FIG. 35 shows a routine for executing the engine stop control which is shown in FIG. 34 .
- This routine is executed just once when the ignition switch 44 is turned off.
- the engine operation is stopped.
- the routine proceeds to step 224 where the movement promoting control routine during stop is executed.
- step 226 the powering of the electronic control unit 30 is stopped.
- the processing cycle is ended.
- the routine proceeds from step 223 to step 226 . Therefore, in this case, movement promoting control is not performed.
- FIG. 36 shows a routine for executing the engine start control which is shown in FIG. 34 .
- This routine is executed one time when the ignition switch 44 is turned on.
- NeNeC the routine returns to step 232 .
- Ne>NeC that is, when complete explosion occurs
- next the routine proceeds to step 233 where it is judged if the flag XX explained with reference to FIG. 35 is set.
- step 234 the movement promoting control routine during start is executed.
- the routine proceeds to step 235 . Therefore, in this case, movement promoting control during start is not performed.
- FIG. 37 shows the routine for executing the movement promoting control during stop which is shown in FIG. 34 .
- This routine is for example executed at step 224 of FIG. 35 .
- step 241 it is judged if the set time tH 1 has elapsed from when the ignition switch 44 was turned off. When the set time tH 1 has not elapsed, the routine returns to step 241 .
- step 242 the routine proceeds to step 242 where the movement promoting addition pressure is calculated.
- the movement promoting addition time is calculated.
- the liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
- the processing cycle is ended. That is, the movement promoting control during stop is ended and the routine proceeds to step 225 of FIG. 35 .
- FIG. 38 shows a routine for execution of movement promoting control during start which is shown in FIG. 34 .
- This routine is for example executed at step 234 of FIG. 36 .
- the target speed TNe is set to the movement promoting idling speed NeIT.
- FIG. 39 shows still another embodiment according to the present invention.
- the embodiment which is shown in FIG. 39 differs from the embodiment which is shown in FIG. 34 in the point that the catalytic converter 24 has a cooler 62 attached to it and the liquid which is added to the particulate filter 24 is solidified by the cooler 62 .
- the ash is wet by condensed water, the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is destroyed, and the ash easily separates from the inner circumferences 71 is .
- the set time tJ 1 is set in the same way as the above set time tH 1 .
- the cooler 62 is actuated and the liquid which is added to the particulate filter 24 solidifies. As a result, the liquid expands, so the ash layer which is formed on the inner circumferences 71 is of the exhaust gas inflow passages 71 i is further destroyed. Therefore, the ash is further easily peeled off from the inner circumferences 71 is .
- the cooler 62 is stopped. That is, the movement promoting control during stop is stopped.
- the set time tJ 4 is set to the time which is required for the liquid which was added to the particulate filter 24 to sufficiently solidify.
- the ignition switch 44 is turned on and the engine is started. At this time, the solidified liquid melts.
- the time tj 7 if complete explosion occurs, movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which flows through the inside of the particulate filter 24 is increased. Therefore, the ash which is separated from the inner circumferences 71 of the exhaust gas inflow passages 71 i is easily moved to the rear parts 71 ir .
- the time tj 8 when a predetermined set time tJ 5 has elapsed, the normal idling control is started. That is, the movement promoting control during start is stopped.
- FIG. 41 shows the routine for execution of the movement promoting control during stop which is shown in FIG. 39 .
- This routine is for example executed at step 224 of FIG. 35 .
- step 261 it is judged if the set time tJ 1 has elapsed from when the ignition switch 44 was turned off. When the set time tJ 1 has not elapsed, the routine returns to step 261 .
- step 262 the movement promoting addition pressure is calculated.
- the movement promoting addition time is calculated.
- the liquid is added from the liquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time.
- step 265 it is judged if the set time tJ 3 has elapsed from when addition of the liquid was stopped. When the set time tJ 3 has not elapsed, the routine returns to step 265 . When the set time tJ 3 has elapsed, next the routine proceeds to step 266 where the cooler 62 is actuated. At the next step 267 , it is judged if the set time tJ 4 has elapsed from when the cooler 63 was actuated. When the set time tJ 4 has not elapsed, the routine returns to step 266 . When the set time tJ 4 has elapsed, next the processing cycle is ended. That is, the movement promoting control during stop is ended, and the routine proceeds to step 225 of FIG. 35 .
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Abstract
A particulate filter for trapping particulate filter which is contained in exhaust gas is arranged in an engine exhaust passage. The particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are alternately arranged via porous partition walls. Movement promoting control is performed to promote movement of the ash which deposits on the inner circumferences of the exhaust gas inflow passages to the rear parts of the exhaust gas inflow passages. The pressure loss of the particulate filter is detected. When the detected pressure loss is larger than a predetermined upper limit value, PM removal control is performed to remove the particulate matter from the particulate filter.
Description
- The present invention relates to an exhaust purification system of an internal combustion engine.
- Known in the art is an internal combustion engine which arranges a particulate filter for trapping particulate matter which is contained in exhaust gas in an engine exhaust passage. This particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are arranged alternately via porous partition walls. As a result, exhaust gas first flows into the exhaust gas inflow passages, then passes through the partition walls and flows out into the exhaust gas outflow passages. Therefore, the particulate matter which is contained in the exhaust gas is trapped inside the partition walls or on the surfaces of the partition walls which form the inner circumference of the exhaust gas inflow passages.
- As the amount of particulate matter which deposits on the particulate filter becomes greater, the pressure loss of the particulate filter becomes greater. If the pressure loss of the particulate filter becomes greater, the engine output is liable to fall. Therefore, known in the art is an exhaust purification system of an internal combustion engine which detects the pressure loss of the particulate filter and, when the pressure loss exceeds an upper limit value, performs PM removal control which removes the particulate matter from the particulate filter (see PLT 1).
- PLT 1: Japanese Patent Publication No. 2005-76462A
- In this regard, exhaust gas contains noncombustible ingredients called “ash”. This ash is trapped together with the particulate matter by the particulate filter. In this regard, even if PM removal control is performed, the ash will not burn or will not vaporize. That is, the ash is not removed from the particulate filter, but remains on the particulate filter. As a result, the pressure loss of the particulate filter becomes larger by the amount of ash which is deposited on the particulate filter. For this reason, if performing PM removal control by the pressure loss of the particulate filter exceeding the upper limit value, PM removal control is liable to be performed regardless of the amount of the particulate filter which is deposited on the particulate filter being relatively small. That is, the timing of execution of PM removal control is liable to be advanced from the optimum timing. Therefore, PM removal control is liable to be unpreferably performed frequently and the energy which is consumed for PM removal control is liable to increase.
- According to the present invention, there is provided an exhaust purification system of an internal combustion engine which is provided with a particulate filter for trapping particulate matter which is contained in exhaust gas inside an engine exhaust passage, which particulate filter is provided with exhaust gas inflow passages and exhaust gas outflow passages which are alternately arranged through porous partition walls, characterized in that the system comprises: a movement promoting means or a movement promoter for promoting movement of ash which deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages; a detecting means or a detector for detecting pressure loss of the particulate filter; and a PM removing means or a PM remover for performing PM removal control for removing particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value.
- Preferably, the movement promoting means judges if the amount of ash which has deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount and performs movement promoting control when it is judged that the amount of ash is greater than the predetermined upper limit amount.
- Preferably, the movement promoting means supplies a liquid to the particulate filter to perform the movement promoting control. More preferably, the liquid is comprised of at least one of water, an aqueous solution, and a liquid fuel. Still more preferably, at least one of an engine intake passage, engine exhaust passage upstream of the particulate filter, and exhaust gas recirculation passage which connects the engine intake passage and engine exhaust passage with each other is formed with a condensed water storage part which stores condensed water which is generated at the internal combustion engine, and the movement promoting means supplies condensed water which was stored in the condensed water storage part to the particulate filter, to perform the movement promoting control. Still more preferably, the system further comprises an NOx reducing catalyst which is arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter; a reducing agent addition valve which secondarily adds a liquid reducing agent into the engine exhaust passage upstream of the particulate filter; and a NOx reducing means or a NOx reducer for adding the liquid reducing agent from the reducing agent addition valve with a NOx reduction addition pressure and NOx reduction addition time for reducing the NOx, and that the movement promoting means adds liquid reducing agent from the reducing agent addition valve with an addition pressure which is lower than the NOx reduction addition pressure or with an addition time which is longer than the NOx reduction addition time, to perform the movement promoting control.
- Preferably, the movement promoting means makes the pressure inside of the particulate filter pulsate, to perform the movement promoting control.
- Preferably, the movement promoting means makes the particulate filter vibrate, to perform the movement promoting control.
- Preferably, the movement promoting means makes the temperature of the particulate filter rise to a temperature higher than that at the time of PM removal control, to perform the movement promoting control.
- Preferably, the movement promoting means feeds a liquid to the particulate filter and makes the liquid solidify, to perform the movement promoting control.
- PM removal control can be performed at the optimum timing.
-
FIG. 1 is an overall view of an internal combustion engine. -
FIG. 2 is a schematic view of a cooling device. -
FIG. 3A is a front view of a particulate filter. -
FIG. 3B is a side cross-sectional view of a particulate filter. -
FIG. 4 is a time chart which explains PM removal control. -
FIG. 5A is a map which shows an amount of increase. -
FIG. 5B is a map which shows an amount of decrease. -
FIG. 6 is a flow chart which shows a routine for executing PM removal control. -
FIG. 7 is a flow chart which shows a routine for calculating an amount of deposited particulate matter QPM. -
FIG. 8A is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM. -
FIG. 8B is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM. -
FIG. 8C is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM. -
FIG. 8D is a graph which shows a relationship between a pressure difference PD and an amount of deposited particulate matter QPM. -
FIG. 9A is a partial enlarged cross-sectional view of a particulate filter which shows ash which is deposited on an inner circumference of an exhaust gas inflow passage. -
FIG. 9B is a partial enlarged cross-sectional view which shows ash which is deposited at a rear part of an exhaust gas inflow passage. -
FIG. 10 is a time chart which explains movement promoting control. -
FIG. 11A is a graph which explains a difference between intercepts of two asymptotes. -
FIG. 11B is a graph which explains a difference between intercepts of two asymptotes. -
FIG. 12 is a flow chart which shows a routine for executing engine start control. -
FIG. 13 is a flow chart which shows a routine for executing movement promoting control. -
FIG. 14 is a flow chart which shows a routine for executing idling control. -
FIG. 15 is a flow chart which shows a routine for calculating a ratio R. -
FIG. 16 is a graph which explains another embodiment of the ratio R. -
FIG. 17A is a view which shows another embodiment of a condensed water storage part. -
FIG. 17B is a view which shows another embodiment of a condensed water storage part. -
FIG. 17C is a view which shows another embodiment of a condensed water storage part. -
FIG. 18 is an overview of an internal combustion engine which shows another embodiment of the present invention. -
FIG. 19 is a time chart which explains movement promoting control of the embodiment which is shown inFIG. 18 . -
FIG. 20 is a flow chart which shows a routine for executing the movement promoting control which is shown inFIG. 19 . -
FIG. 21 is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 22 is a time chart which explains movement promoting control of the embodiment which is shown inFIG. 21 . -
FIG. 23 is a flow chart which shows a routine for executing the movement promoting control which is shown inFIG. 22 . -
FIG. 24A is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 24B is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 24C is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 25 is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 26 is a time chart which explains movement promoting control of the embodiment which is shown inFIG. 25 . -
FIG. 27 is a flow chart which shows a routine for executing the movement promoting control which is shown inFIG. 26 . -
FIG. 28 is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 29 is a time chart which explains movement promoting control of the embodiment which is shown inFIG. 28 . -
FIG. 30 is a flow chart which shows a routine for executing the movement promoting control which is shown inFIG. 29 . -
FIG. 31 is a time chart which explains still another embodiment according to the present invention. -
FIG. 32 is a flow chart which shows a routine for executing the exhaust purification control which is shown inFIG. 31 . -
FIG. 33 is a flow chart which shows a routine for executing the movement promoting control which is shown inFIG. 31 . -
FIG. 34 is a time chart which explains still another embodiment according to the present invention. -
FIG. 35 is a flow chart which shows a routine for executing engine stop control which is shown inFIG. 34 . -
FIG. 36 is a flow chart which shows a routine for executing engine start control which is shown inFIG. 34 . -
FIG. 37 is a flow chart which shows a routine for executing movement promoting control during stop which is shown inFIG. 34 . -
FIG. 38 is a flow chart which shows a routine for executing movement promoting control during start which is shown inFIG. 34 . -
FIG. 39 is an overview of an internal combustion engine which shows still another embodiment according to the present invention. -
FIG. 40 is a time chart which explains movement promoting control of the embodiment which is shown inFIG. 39 . -
FIG. 41 is a flow chart which shows a routine for executing movement promoting control during stop which is shown inFIG. 40 . - Referring to
FIG. 1 , 1 indicates a body of a compression ignition-type internal combustion engine, 2 a combustion chamber of each cylinder, 3 an electronically controlled fuel injector which injects fuel into acombustion chamber intake manifold 4 is connected through anintake duct 6 to an outlet of acompressor 7 c of anexhaust turbocharger 7, while an inlet of thecompressor 7 c is connected through anair flowmeter 8 to anair cleaner 9. Inside theintake duct 6, an electrically controlledthrottle valve 10 is arranged. - Furthermore, around the
intake duct 6, acooling device 11 is arranged for cooling the intake air which flows through the inside of theintake duct 6. On the other hand, theexhaust manifold 5 is connected to an inlet of anexhaust turbine 7 t of theexhaust turbocharger 7, while an outlet of theexhaust turbine 7 t is connected to an exhaustpost-treatment device 20. - The
exhaust manifold 5 and theintake manifold 4 are connected to each other through an exhaust gas recirculation (hereinafter referred to as “EGR”)passage 12. Inside theEGR passage 12, an electrically controlledEGR control valve 13 is arranged. Further, in theEGR passage 12, acooling device 14 is arranged for cooling the EGR gas which flows through the inside of theEGR passage 12. On the other hand, eachfuel injector 3 is connected through afuel runner 15 to acommon rail 16. The inside of thiscommon rail 16 is supplied with fuel from an electronically controlled variabledischarge fuel pump 17. The fuel which is supplied to the inside of thecommon rail 16 is supplied through eachfuel runner 15 to afuel injector 3. In the embodiment which is shown inFIG. 1 , this fuel is comprised of diesel oil. In another embodiment, the internal combustion engine is comprised of a spark ignition type internal combustion engine at which fuel is burned with a lean air-fuel ratio. In this case, the fuel is comprised of gasoline. - The exhaust
post-treatment device 20 is provided with anexhaust pipe 21 which is connected to the outlet of theexhaust turbine 7 t, acatalytic converter 22 which is connected to theexhaust pipe 21, and anexhaust pipe 23 which is connected to thecatalytic converter 22. Inside of thecatalytic converter 22, a wall flow type ofparticulate filter 24 is arranged. - The
catalytic converter 22 is provided with atemperature sensor 25 for detecting the temperature of theparticulate filter 24. In another embodiment, a temperature sensor is arranged in theexhaust pipe 21 to detect the temperature of the exhaust gas which flows into theparticulate filter 24. Furthermore, in another embodiment, a temperature sensor for detecting the temperature of the exhaust gas which flows out from theparticulate filter 24 is arranged in theexhaust pipe 23. The temperatures of the exhaust gas express the temperature of theparticulate filter 24. - The
catalytic converter 22 is further provided with apressure loss sensor 26 for detecting the pressure loss of theparticulate filter 24. In the example which is shown inFIG. 1 , thepressure loss sensor 26 is comprised of a pressure difference sensor for detecting the pressure difference upstream and downstream of theparticulate filter 24. In another embodiment, thepressure loss sensor 26 is comprised of a sensor which is attached to theexhaust pipe 21 and detects the engine back pressure. - On the other hand, the
exhaust manifold 5 is provided with afuel addition valve 27. Thisfuel addition valve 27 is supplied with fuel from thecommon rail 16. From thefuel addition valve 27, fuel is added inside of theexhaust manifold 5. In another embodiment, thefuel addition valve 27 is arranged in theexhaust pipe 21. -
FIG. 2 shows acooling device 14 which is provided in theEGR passage 12. Thecooling device 14 is provided with amain passage 14 a which is connected to theEGR passage 12, a cooler 14 b which is arranged around themain passage 14 a, abypass passage 14 c which branches from themain passage 14 a upstream of the cooler 14 b and returns to themain passage 14 a downstream of the cooler 14 b, and abypass control valve 14 d which selectively guides EGR gas to one of themain passage 14 a andbypass passage 14 c. When the EGR gas should be cooled, thebypass control valve 14 d is controlled to the cooling position which is shown by the solid line inFIG. 2 , therefore the EGR gas is guided to the cooler 14 b. As opposed to this, when the EGR gas is not to be cooled such as at the time of cold operation, thebypass control valve 14 d is controlled to the bypass position which is shown by the broken line inFIG. 2 , therefore the EGR gas bypasses the cooler 14 b. Furthermore, thebypass passage 14 c is provided with a condensedwater storage part 14 e for storing condensed water which is formed in theEGR passage 12 and thecooling device 14. In the embodiment which is shown inFIG. 2 , the condensedwater storage part 14 e is comprised of a recessed part which is formed at the bottom surface of thebypass passage 14 c. - Referring again to
FIG. 1 , theelectronic control unit 30 is comprised of a digital computer which is provided with components which are connected with each other by abidirectional bus 31 such as a ROM (read only memory) 32, RAM (random access memory) 33, CPU (microprocessor) 34,input port 35, andoutput port 36. The output signals of theair flowmeter 8,temperature sensor 25, andpressure difference sensor 26 are input through respectively correspondingAD converters 37 to theinput port 35. Further, theaccelerator pedal 39 is connected to aload sensor 40 which generates an output voltage which is proportional to the amount of depression L of theaccelerator pedal 39. The output voltage of theload sensor 40 is input through acorresponding AD converter 37 to theinput port 35. Theengine body 1 has awater temperature sensor 41 for detecting the engine cooling water temperature and anoil temperature sensor 42 for detecting the engine lubrication oil temperature attached to it. The output voltages of thesesensors corresponding AD converters 37 to theinput port 35. Furthermore, theinput port 35 is connected to acrank angle sensor 43 which generates an output pulse each time the crankshaft rotates by for example 15°. At theCPU 34, the output pulse from thecrank angle sensor 43 is used as the basis to calculate the engine speed Ne. Theinput port 35 further receives as input the signals which show if theignition switch 44 and thestarter switch 45 are on or off. When thestarter switch 45 is on, thestarter motor 46 is actuated. On the other hand, theoutput port 36 is connected throughcorresponding drive circuits 38 to thefuel injectors 3,throttle valve 10 drive device,EGR control valve 13,bypass control valve 14 d,fuel pump 17,fuel addition valve 27, andstarter motor 46. -
FIG. 3A andFIG. 3B show the structure of the wall flow typeparticulate filter 24. Note that,FIG. 3A shows a front view of theparticulate filter 24, whileFIG. 3B shows a side cross-sectional view of theparticulate filter 24. As shown inFIG. 3A andFIG. 3B , theparticulate filter 24 forms a honeycomb structure which is provided with a plurality ofexhaust flow passages partition walls 72 which separate theseexhaust flow passages 71 i, 71 o. In the embodiment which is shown inFIG. 3A , theexhaust flow passages 71 i, 71 o are comprised of exhaustgas inflow passages 71 i which have upstream ends which are opened and have downstream ends which are closed byplugs 73 d and exhaustgas outflow passages 710 which have upstream ends which are closed byplugs 73 u and have downstream ends which are opened. Note that, inFIG. 3A , the hatched parts showplugs 73 u. Therefore, the exhaustgas inflow passages 71 i and exhaustgas outflow passages 710 are alternately arranged throughthin partition walls 72. In other words, the exhaustgas inflow passages 71 i and exhaustgas outflow passages 710 are comprised of exhaustgas inflow passages 71 i each of which are surrounded by four exhaustgas outflow passages 710 and of exhaustgas outflow passages 710 each of which are surrounded by four exhaustgas inflow passages 71 i. In another embodiment, the exhaust flow passages are comprised of exhaust gas inflow passages with upstream ends and downstream ends which are opened and exhaust gas outflow passages with upstream ends which are closed by plugs and with downstream ends which are open. - The
partition walls 72 are formed from porous materials such as cordierite, silicon carbide, silicon nitride, zirconia, titania, alumina, silica, mullite, lithium aluminum silicate, zirconium phosphate, and other such ceramics. Therefore, as shown by the arrows inFIG. 3B , the exhaust gas first flows into the exhaustgas inflow passages 71 i, then passes through the surroundingpartition walls 72 and flows out to the adjoining exhaustgas outflow passages 710. In this way, thepartition walls 72 form the inner circumferences of the exhaustgas inflow passages 71 i. Note that, thepartition walls 72 have average pore sizes of 10 to 25 μm or so. - The
partition walls 72 carry a catalyst which has an oxidation function at the two side surfaces and the surfaces inside the pores. The catalyst which has the oxidation function is comprised of palladium Pt, rhodium Rh, palladium Pd, or other such precious metal. In another embodiment, the catalyst which has an oxidation function is comprised of a composite oxide including cerium Ce, praseodymium Pr, neodymium Nd, lanthanum La, or other such base metal. Further, in another embodiment, the catalyst is comprised of a combination of a precious metal and composite oxide. - Now, the exhaust gas contains particulate matter which is formed mainly from solid carbon. This particulate matter is trapped on the
particulate filter 24. In thiscombustion chamber 2, fuel is burned under an oxygen excess. Therefore, so long as fuel is not secondarily supplied from thefuel injector 3 andfuel addition valve 27, theparticulate filter 24 is in an oxidizing atmosphere. Further, theparticulate filter 24 carries a catalyst which has an oxidation function. As a result, the particulate matter which is trapped on theparticulate filter 24 is successively oxidized. In this regard, if the amount of particulate matter which is trapped per unit time becomes greater than the amount of particulate matter which is oxidized per unit time, the amount of particulate matter which is trapped on theparticulate filter 24 increases together with the elapse of the engine operation time. - Therefore, in the embodiment according to the present invention, PM removal control for removing particulate matter from the
particulate filter 24 is repeatedly performed. As a result, the particulate matter on theparticulate filter 24 is removed and the pressure loss of theparticulate filter 24 is decreased. - In the embodiment which is shown in
FIG. 1 , PM removal control is comprised of temperature elevation control which raises and holds the temperature of theparticulate filter 24 to the PM removal temperature (for example 600° C.) to remove the particulate matter by oxidation. To execute temperature elevation control, in one embodiment, fuel is added from thefuel addition valve 27 and the fuel is burned at the exhaust passage orparticulate filter 24. In another embodiment, fuel is injected from afuel injector 3 in the compression stroke or exhaust stroke. This fuel is burned in thecombustion chamber 2, exhaust passage, orparticulate filter 24. - That is, as shown in
FIG. 4 , at the time ta1, if the pressure loss of theparticulate filter 24, that is, the pressure difference PD, becomes larger than the upper limit value UPD, PM removal control, that is, temperature elevation control, is started. Therefore, the temperature TF of theparticulate filter 24 is raised and held up the PM removal temperature TFPM. As a result, the pressure difference PD becomes smaller. Further, the amount of particulate matter QPM which is deposited on theparticulate filter 24 also becomes smaller. Next, at the time ta2, if the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM, the PM removal control is ended. Therefore, the temperature TF of theparticulate filter 24 falls. Next, at the time ta3, if the pressure difference PD becomes larger than the upper limit value UPD, PM removal control is started. Next, at the time ta4, if the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM, the PM removal control is ended. In this way, the PM removal control is repeatedly performed. - The amount of deposited particulate matter QPM, in one embodiment, is expressed by a counter value obtained by finding the amount of increase qPMi per unit time and the amount of decrease qPMd per unit time based on the state of engine operation, and accumulating the totals of the amount of increase qPMi and the amount of decrease qPMd (QPM=QPM+qPMi−qPMd). The amount of increase qPMi, as shown in
FIG. 5A , is stored as a function of the fuel injection amount QF and the engine speed Ne in the form of a map in advance in the ROM 32 (FIG. 1 ). The fuel injection amount QF represents the engine load. On the other hand, the amount of decrease qPMd, as shown inFIG. 5B , is stored as a function of the intake air amount Ga and the temperature TF of theparticulate filter 24 in the form of a map in advance in theROM 32. The intake air amount Ga expresses the flow of exhaust gas or oxygen which flows into theparticulate filter 24. -
FIG. 6 shows a routine for executing the PM removal control which is shown inFIG. 4 . Referring toFIG. 6 , atstep 101, it is judged if the pressure difference PD of theparticulate filter 24 is larger than the upper limit value UPD. When PD>UPD, next, the routine proceeds to step 102, where temperature elevation control is performed. That is, the target value TTF of the temperature TF of theparticulate filter 24 is set to the PM removal temperature TFPM. In the embodiment which is shown inFIG. 1 , the temperature of theparticulate filter 24 is controlled so that the actual temperature of theparticulate filter 24 becomes the target value TTF. - At the
next step 103, it is judged if the amount of deposited particulate matter QPM is smaller than the lower limit value LQPM. When QPM≧LQPM, the routine returns to step 102. When QPM<LQPM, the processing cycle is ended. Therefore, the temperature elevation control is ended. Atstep 101, when PD≦UPD, the processing cycle is ended. In this case, temperature elevation control is not performed. -
FIG. 7 shows a routine for calculating the amount of deposited particulate matter QPM. Referring to -
FIG. 7 , atstep 111, the amount of increase qPMi is calculated from the map ofFIG. 5A . At thenext step 112, the amount of decrease qPMd is calculated from the map ofFIG. 5B . At thenext step 113, the amount of deposited particulate matter QPM is calculated (QPM=QPM+qPMi−qPMd). - In another embodiment, the PM removal control is comprised of NOx amount increasing control for increasing the amount of NOx in the exhaust gas which flows into the
particulate filter 24, to remove the particulate matter by oxidation by NOx. To increase the amount of NOx, for example, the amount of EGR gas is decreased. In still another embodiment, the PM removal control is comprised of ozone supply control which supplies ozone to theparticulate filter 24 from an ozone supplier which is connected with the exhaust passage upstream of theparticulate filter 24, to remove the particulate matter by oxidation by ozone. - In this regard, exhaust gas also contains ash. This ash is also trapped at the
particulate filter 24 together with the particulate matter. The fact that this ash is mainly formed from calcium salts such as calcium sulfate CaSO4 and calcium zinc phosphate Ca19Zn2(PO4)14 was confirmed by the inventors. The calcium Ca, zinc Zn, phosphorus P, etc. are derived from the engine lubrication oil, while the sulfur S is derived from the fuel. That is, if explaining calcium sulfate CaSO4 as an example, the engine lubrication oil flows into thecombustion chamber 2 and burns. The calcium Ca in the lubrication oil bonds with the sulfur S in the fuel whereby calcium sulfate CaSO4 is formed. - In this regard, even if PM removal control is performed, the ash is not burned or vaporized. That is, the ash is not removed from the
particulate filter 24 and remains on theparticulate filter 24. As a result, the pressure loss or the pressure difference PD of theparticulate filter 24 increases by the amount of the ash which is deposited on theparticulate filter 24. - That is, if the engine is started from the state of a new
particulate filter 24, as shown inFIG. 8A , the pressure difference PD increases from its initial value PD0, while the amount of deposited particulate matter QPM increases from its initial value zero along the curve CT1. Next, if the pressure difference PD increases from the upper limit value UPD, PM removal control is started. As a result, as shown inFIG. 8B , the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM1 along the curve CR1. Next, if the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM, the PM removal control is ended. As a result, as shown inFIG. 8C , the pressure difference PD is increased from the value PD1, while the amount of deposited particulate matter QPM increases from the lower limit value LQPM along the curve CT2. Next, if the pressure difference PD becomes larger than the upper limit value UPD, PM removal control is started. As a result, as shown inFIG. 8D , the pressure difference PD decreases from the upper limit value UPD, while the amount of deposited particulate matter QPM decreases from the value QPM2 along the curve CR2. Next, if the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM, the PM removal control is ended. In this way, the increase and decrease of the pressure difference PD and the amount of deposited particulate matter QPM are alternately repeated. - From a separate viewpoint,
FIG. 8A shows a first increasing action of the pressure difference PD and the amount of deposited particulate matter QPM,FIG. 8B shows a first decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM,FIG. 8C shows a second increasing action of the pressure difference PD and the amount of deposited particulate matter QPM, andFIG. 8D shows a second decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM. - In this way, as the engine operation time becomes longer, the amount of deposited particulate matter QPM decreases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is stopped, that is, when the PM removal control is started (QPM1>QPM2), while the pressure difference PD increases when the increasing action of the pressure difference PD and the amount of deposited particulate matter QPM is started (PD0<PD1<PD2). As a result, the timing of execution of PM removal control is liable to be advanced from the optimum timing. In this case, the PM removal processing is unpreferably performed frequently and the amount of fuel consumed unpreferably increases.
- On the other hand, generally speaking, the ash which is deposited on the
particulate filter 24 can be considered to be formed from one or both of the ash A which deposits in a dispersed manner on theinner circumferences 71 is of the exhaustgas inflow passages 71 i as shown inFIG. 9A , and the ash A which locally deposits at the rear parts orbottom parts 71 ir of the exhaustgas inflow passages 71 i as shown inFIG. 9B . On top of this, the ash A which deposits on theinner circumferences 71 is of the exhaustgas inflow passages 71 i has a large effect on the pressure loss or the pressure difference PD of theparticulate filter 24. As opposed to this, the ash A which is deposited at therear part 71 ir of the exhaustgas inflow passage 71 i has a small effect on the pressure loss or the pressure difference PD of theparticulate filter 24. - This being so, if the ash A which is deposited on the
inner circumferences 71 is is moved to therear parts 71 ir, the effect of the ash on the pressure difference PD is weakened. On this point, there may be a case where part of the ash A which is deposited on theinner circumferences 71 is is moved to therear parts 71 ir by the flow of the exhaust gas when the amount of exhaust gas which flows into theparticulate filter 24 is large, like at the time of engine high load operation. However, in this case, it is difficult to move a sufficient amount of ash. - Therefore, in the embodiment according to the present invention, a movement promoting control is performed which promotes movement of the ash A which is deposited on the
inner circumferences 71 is of the exhaustgas inflow passages 71 i to therear parts 71 ir of the exhaustgas inflow passages 71 i. As a result, the amount of ash which deposits on theinner circumferences 71 is of the exhaustgas inflow passages 71 i can be decreased and the effect of the ash on the pressure difference PD can be kept small. Therefore, the timing of execution of the PM removal control can be maintained at the optimum timing. - In the embodiment which is shown in
FIG. 1 , the movement promoting control is performed by supplying liquid to theparticulate filter 24. This liquid is comprised of condensed water which is stored in the condensedwater storage part 14 e. - Further, in the embodiment which is shown in
FIG. 1 , it is judged if the amount of ash which deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is larger than a predetermined upper limit amount. When it is judged that the amount of ash which deposited on theinner circumferences 71 is is larger than the upper limit amount, the movement promoting control is performed at the time of engine cold start. As opposed to this, when it is not judged that the amount of ash which deposited on theinner circumferences 71 is is larger than the upper limit amount, the movement promoting control is not performed. This movement promoting control will be explained with reference toFIG. 10 . - In
FIG. 10 , the solid line shows the case where the movement promoting control is performed, while the broken line shows the case where the movement promoting control is not performed. Referring toFIG. 10 , at the time tb1, theignition switch 44 is turned on, thestarter switch 45 is turned on, and therefore engine startup is started. As a result, the engine speed Ne rises. Next, at the time tb2, the engine speed Ne exceeds a predetermined set value NeC (for example 900 rpm) and complete explosion occurs. Next, in the case where movement promoting control is not performed, as shown by the broken line inFIG. 10 , normal idling control is performed. That is, when the engine operation is cold operation, the engine speed Ne is maintained at the cold idling speed NeIC (for example, at the highest, 1000 rpm). Further, theEGR control valve 13 is closed, and therefore the feed of EGR gas is prohibited. Next, at the time tb4, when the engine operation is switched to warm operation, the engine speed Ne is maintained at the warm idling speed NeIW (for example 700 to 800 rpm). Further, the feed of EGR gas is allowed. That is, the opening degree DEGR of theEGR control valve 13 is controlled in accordance with the engine operating state. Note that, in the example which is shown inFIG. 1 , when the engine cooling water temperature and engine lubricating oil temperature are both lower than a predetermined set temperature (for example 20° C.), it is judged that the engine operation is cold operation, while when one or both of the engine cooling water temperature and engine lubricating oil temperature is higher than the set temperature, it is judged that the engine operation is warm operation. - As opposed to this, when movement promoting control is performed, as shown by the solid line in
FIG. 10 , after complete explosion at the time tb2, the engine speed Ne is maintained at a predetermined movement promoting idling speed NeIT (for example, 1500 rpm). This movement promoting idling speed NeIT is set higher than the normal idling speeds NeIC and NeIW. As a result, the amount of gas which flows through theintake manifold 4,combustion chambers 2,exhaust manifold 5,exhaust pipe 21, andparticulate filter 24 is increased. Further, the opening degree DEGR of theEGR control valve 13 is increased. In the example which is shown inFIG. 10 , the opening degree DEGR is made 100%, that is, theEGR control valve 13 is made full open. At this time, the engine operation is cold operation, so thebypass control valve 14 d of thecooling device 14 is controlled to the bypass position (FIG. 2 ). As a result, a relatively large amount of EGR gas flows through thebypass passage 14 c. This large amount of EGR gas causes the condensed water to be discharged from the condensedwater storage part 14 e. This condensed water successively flows together with the EGR gas through theintake manifold 4,combustion chambers 2,exhaust manifold 5, andexhaust pipe 21 and is fed to the inside of theparticulate filter 24. - As a result, the ash on the
inner circumference 71 is of the exhaustgas inflow passage 71 i is washed away by the condensed water and is moved to therear part 71 ir. Alternatively, the ash is wet by the condensed water whereby the ash layer which is formed on theinner circumference 71 is of the exhaustgas inflow passage 71 i is destroyed and the ash easily separates from theinner circumference 71 is. The ash which separated from theinner circumference 71 is is easily moved by the exhaust gas to therear part 71 ir during the subsequent engine operation. - In this case, since the engine operation is cold operation, the condensed water is fed as a liquid to the
particulate filter 24, therefore movement of the ash can be reliably promoted. Note that, due to the movement promoting control, the amount of condensed water which passes through acombustion chamber 2 is relatively small and no water hammer phenomenon occurs. Further, if movement promoting control is performed, the particulate matter which is deposited on theinner circumference 71 is also moves to therear part 71 ir. The particulate matter which was moved in this way is removed by the subsequent - PM removal processing.
- Next, if, at the time tb3, a predetermined set time tB has elapsed, the normal idling control is started. That is, when the engine operation is cold operation, the engine speed Ne is maintained at the cold idling speed NeIC and the
EGR control valve 13 is closed. Next, if, at the time tb4, the engine operation switches to warm operation, the engine speed Ne is maintained at the warm idling speed NeIW and the feed of EGR gas is allowed. - If calling the fuel consumption rate when the
particulate filter 24 is new the “new fuel consumption rate”, according to the inventors, when the amount of ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i becomes greater than a predetermined upper limit amount, the amount of increase in the fuel consumption rate over the new fuel consumption rate is about 13%. Next, the amount of increase in the fuel consumption rate over the new fuel consumption rate after the movement promoting control is performed is about 3%. In this way, by the movement promoting control, it is possible to reliably suppress the increase in the fuel consumption rate. - It is judged if the ash which deposited on the
inner circumferences 71 is of the exhaustgas inflow passages 71 i is greater than the predetermined upper limit amount for example as follows. That is, as shown inFIG. 11A , the pressure difference PD and the amount of deposited particulate matter QPM change along the curve CT1 at the time of the first increasing action. The asymptote AST1 of this curve CT1 is represented by the following formula: -
PD=A1·QPM+(B1+C1) - Further, the pressure difference PD and the amount of deposited particulate matter QPM change along the curve CR1 at the time of the first decreasing action. The asymptote ASR1 of this curve CR1 is represented by the following formula:
-
PD=A1·QPM+B1 - The difference of the intercepts of these two formulas is represented by C1. Note that, B1 represents the pressure loss of the
particulate filter 24 itself and corresponds to PD0. - In the same way, as shown in
FIG. 11B , the pressure difference PD and the amount of deposited particulate matter QPM change along the curve CTi at the time of the i-th increasing action (i=1, 2, . . . ). The asymptote ASTi of this curve CTi is represented by the following formula: -
PD=Ai·QPM+(Bi+Ci) - Further, the pressure difference PD and the amount of deposited particulate matter QPM change along the curve CRi at the time of the i-th decreasing action. The asymptote ASRi of this curve CRi is represented by the following formula:
-
PD=Ai·QPM+Bi - The difference of the intercepts of these two formulas is represented by Ci.
- The difference Ci of the intercepts represents the amount of particulate matter which has deposited on the
particulate filter 24 at the time of the i-th increasing action of the pressure difference PD and the amount of deposited particulate matter QPM. Alternatively, it represents the amount of particulate matter which is removed from theparticulate filter 24 at the time of the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM. The amount of this particulate matter becomes smaller as the amount of the ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i becomes greater. Therefore, as the amount of the ash which deposited oninner circumferences 71 is of the exhaustgas inflow passages 71 i increases, the difference Ci or the ratio R(=Ci/C1) becomes smaller. Note that,FIG. 11A shows the case where the difference Ci or the ratio R is large, whileFIG. 11B shows the case where the difference Ci or the ratio R is small. - Therefore, in the embodiment which is shown in
FIG. 1 , when the ratio R is smaller than a predetermined lower limit value RL, it is judged that the amount of ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is greater than the predetermined upper limit amount, while when the ratio R is larger than the lower limit value RL, it is judged that the amount of ash which is deposited on theinner circumference 71 is is smaller than the upper limit amount. -
FIG. 12 shows a routine for executing the engine start control in the embodiment which is shown inFIG. 1 . This routine is executed just once when theignition switch 44 is turned on. Referring toFIG. 12 , at thestep 121, the flag X is reset (X=0). This flag X is set (X=1) when the normal idling control routine (FIG. 14 ) should be executed and is otherwise reset (X=0). At thenext step 122, it is judged if the engine speed Ne is higher than the set speed NeC. When Ne≦NeC, the routine returns to step 122. When Ne>NeC, that is, when complete explosion occurs, next the routine proceeds to step 123 where it is judged if the ratio R is smaller than the lower limit value RL. When R<RL, next the routine proceeds to step 124 where it is judged if the engine operation is cold operation. When the engine operation is cold operation, next the routine proceeds to step 125 where the movement promoting control routine is executed. At thenext step 126, the flag X is set (X=1). When, at thestep 123, RRL and, at thestep 125, the engine operation is warm operation, the routine proceeds to step 126. Therefore, in these cases, movement promoting control is not performed. -
FIG. 13 shows a routine for executing movement promoting control in the embodiment which is shown inFIG. 1 . This routine is for example executed atstep 125 ofFIG. 12 . Referring toFIG. 13 , atstep 131, the target speed TNe is set to the movement promoting idling speed NeIT. In the embodiment which is shown inFIG. 1 , the engine speed is controlled so that the actual engine speed becomes the target speed TNe. At thenext step 132, theEGR control valve 13 is opened. At thenext step 133, it is judged if the set time tB has elapsed. When the set time tB has not elapsed, the routine returns to step 131. When the set time tB has elapsed, the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 ofFIG. 12 . -
FIG. 14 shows the routine for executing the normal idling control. Referring toFIG. 14 ,step 141, it is judged if the amount of depression L of theaccelerator pedal 39 is zero, that is, if the engine operation is in idling operation. When L>0, that is, when the engine operation is not idling operation, the processing cycle is ended. When L=0, that is, when the engine operation is idling operation, next the routine proceeds to step 142 where it is judged if the flag X has been set. When the flag X has been reset (X=0), the processing cycle is ended. As opposed to this, when the flag X has been set (X=1), next the routine proceeds to step 143. Therefore, from when engine startup is started to when the flag X is set atstep 126 of the routine ofFIG. 12 , the routine does not proceed to step 143. Atstep 143, it is judged if the engine operation is cold operation. When the engine operation is cold operation, next the routine proceeds to step 144 where the target speed TNe is set to the cold idling speed NeIC. At thenext step 146, theEGR control valve 13 is closed. As opposed to this, when the engine operation is warm operation, the routine proceeds to step 146 where the target speed TNe is set to the warm idling speed NeIW. At thenext step 147, the feed of EGR gas is allowed. -
FIG. 15 shows the routine for calculation of the ratio R. Referring toFIG. 15 , atstep 151, the pressure difference PD is read. At thenext step 152, the amount of particulate matter QPM is read. At thenext step 153, it is judged if the PM removal control has switched from execute to stop. When the PM removal control has not switched from execute to stop, next the routine proceeds to step 154 where it is judged if the PM removal control has switched from stop to execute. When the PM removal control has switched from stop to execute, the processing cycle is ended. When the PM removal control has switched from stop to execute, that is, when the i-th increasing action of the pressure difference PD and the amount of deposited particulate matter QPM ends, the routine proceeds to step 155 where the asymptote ASTi of the curve CTi for the i-th increasing action is determined. Next, when the PM removal control is switched from execute to stop, that is, when the i-th decreasing action of the pressure difference PD and the amount of deposited particulate matter QPM ends, the routine proceeds fromstep 153 to step 156 where the asymptote ASRi of the curve CRi for the i-th decreasing action is determined. At thenext step 157, the difference Ci of the intercepts is calculated. At thenext step 158, the ratio R is calculated (R=Ci/C1). At thenext step 159, the parameter “i” is incremented by 1 (i=i+1). Note that, the parameter “i” is set to 1 at the time of engine startup. - Next, referring to
FIG. 16 , another embodiment of the ratio R will be explained. As shown inFIG. 16 , the pressure difference PD decreases by Di (=UPD-PD(i+1)) due to the i-th decreasing action. The amount of decrease Di or ratio Di/D1 becomes smaller as the amount of ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i becomes greater. Therefore, the ratio R is calculated in the form of Di/D1. In still another embodiment, when the difference Ci or the amount of decrease Di is smaller than a predetermined lower limit value, it is judged that the amount of ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is greater than the predetermined upper limit amount, while when the difference Ci or the amount of decrease Di is greater than the lower limit value, it is judged that the amount of ash which is deposited on theinner circumference 71 is is smaller than the upper limit amount. -
FIG. 17A toFIG. 17C show another embodiment of a condensedwater storage part 14 e. In the embodiment which is shown inFIG. 17A , thebypass passage 14 c of thecooling device 14 is bent downward. The condensedwater storage part 14 e is configured by the bent part of thebypass passage 14 c. In the embodiment which is shown inFIG. 17B , the condensedwater storage part 14 e is configured by a recessed part which is formed at the bottom surface of theintake manifold 4. In the embodiment which is shown inFIG. 17C , the condensedwater storage part 14 e is configured by a recessed part which is formed at the bottom surface of theexhaust manifold 5. Note that, in the embodiment which is shown inFIG. 17B andFIG. 17C , theEGR control valve 13 is closed at the time of movement promoting control. In still another embodiment, a condensedwater storage part 14 e is configured by a recessed part which is formed in the bottom surface of the housing of theexhaust turbocharger 7 or a recessed part which is formed in the bottom surface of theexhaust pipe 21. -
FIG. 18 shows another embodiment according to the present invention. Referring toFIG. 18 , theparticulate filter 24 carries aNOx reducing catalyst 24 a. ThisNOx reducing catalyst 24 a has the function of reducing the NOx in the exhaust gas by a reducing agent in an oxidizing atmosphere in which the reducing agent is contained. TheNOx reducing catalyst 24 a is for example comprised of a carrier which is formed from titania on which vanadium oxide is carried, that is, a vanadium-titania catalyst, or of a carrier which is formed from zeolite on which copper is carried, that is, a copper-zeolite catalyst. In another embodiment, the NOx reducing catalyst is arranged downstream of theparticulate filter 24. - In the
exhaust pipe 21 upstream of theNOx reducing catalyst 24 a, a reducingagent addition valve 50 is arranged for secondarily adding a reducing agent in the exhaust gas. The reducingagent addition valve 50 is connected through a reducingagent feed pipe 51 to a reducingagent tank 52. Inside the reducingagent feed pipe 51, a variable discharge pressure-type reducingagent pump 53 is arranged. In the example which is shown inFIG. 18 , the reducing agent is comprised of a urea aqueous solution. The reducingagent tank 52 stores the urea aqueous solution. - At the time of normal operation after the engine startup has completed, a reducing agent is added from the reducing
agent addition valve 50 for reducing the NOx. This reducing agent is next supplied to theNOx reducing catalyst 24 a. As a result, NOx is reduced in theNOx reducing catalyst 24 a. In this case, the reducing agent is added from the reducingagent addition valve 50 with the NOx reduction addition pressure and the NOx reduction addition time. These NOx reduction addition pressure and NOx reduction addition time are selected in accordance with the engine operating state so that the reducing agent, that is, the urea aqueous solution, can be sufficiently atomized. - In the embodiment which is shown in
FIG. 18 , the liquid which is supplied in the movement promoting control is comprised of a reducing agent which is added from the reducingagent addition valve 50, that is, a urea aqueous solution. That is, as shown inFIG. 19 , after engine startup at the time tc1, if complete explosion occurs at the time tc2, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through theparticulate filter 24 is increased. At this time, the reducing agent is added from the reducingagent addition valve 50 with the movement promoting addition pressure in the form of a liquid. This liquid reducing agent is supplied by the exhaust gas to theparticulate filter 24. As a result, movement of the ash on theinner circumferences 71 is of the exhaustgas inflow passages 71 i to the rear parts 71 r is promoted. Next, if, at the time tc3, a movement promoting addition time tC has elapsed, the normal idling control is started. Further, addition of the liquid reducing agent is stopped. That is, the movement promoting control is stopped. - The movement promoting addition pressure and the movement promoting addition time are set so that the reducing agent is not atomized much at all and is supplied in the form of a liquid to the
particulate filter 24. That is, the reducing agent is added with a movement promoting addition pressure which is lower than the NOx reduction addition pressure or with a movement promoting addition time which is longer than the NOx reduction addition time. Note that, the movement promoting addition pressure and the movement promoting addition time are set in accordance with the engine operating state. In the embodiment which is shown inFIG. 18 , the movement promoting addition pressure becomes higher as the intake air amount becomes greater and becomes higher as the temperature of the exhaust gas which flows into theparticulate filter 24 becomes higher. Further, the movement promoting addition time becomes longer as the pressure inside theexhaust pipe 21 becomes higher and becomes longer the greater the amount of ash which is deposited on theinner circumferences 71 is of the exhaustgas inflow passages 71 i. -
FIG. 20 shows a routine for executing the movement promoting control which is shown inFIG. 19 . - This routine is for example executed at
step 125 ofFIG. 12 . Referring toFIG. 19 , atstep 161, the target speed TNe is set at the movement promoting idling speed NeIT. At thenext step 162, the movement promoting addition pressure is calculated. At thenext step 163, the movement promoting addition time is calculated. At thenext step 164, the reducing agent is added from the reducingagent addition valve 50 with the movement promoting addition pressure for the movement promoting addition time. Next, the processing cycle is ended. That is, the movement promoting control is ended, and the routine proceeds to step 126 ofFIG. 12 . - Next, another embodiment of the movement promoting control in the embodiment which is shown in
FIG. 1 orFIG. 18 will be explained. In this embodiment, the liquid which is supplied to the movement promoting control is comprised of fuel which is added from thefuel addition valve 27. The fuel which is added from thefuel addition valve 27 is used for reducing the NOx at the catalyst which is carried on theparticulate filter 24. Alternatively, it is used for the above-mentioned temperature elevation control. - When the movement promoting control must be performed, liquid fuel is added from the
fuel addition valve 27. In this case, the fuel is added with an addition pressure which is lower than the addition pressure for NOx reduction or temperature elevation control or an addition time which is longer than the addition time for NOx reduction or temperature elevation control. As a result, the fuel is added in the form of a liquid to theparticulate filter 24. - If, in this way, liquid is added from the reducing agent addition valve 50 (
FIG. 18 ) or fuel addition valve 27 (FIG. 1 ) for movement promoting control, an additional configuration is not required. -
FIG. 21 shows still another embodiment according to the present invention. Referring toFIG. 21 , aliquid addition valve 55 is arranged in theEGR passage 12 to secondarily add liquid into the EGR gas. Theliquid addition valve 55 is connected through aliquid feed pipe 56 to aliquid tank 57. Inside theliquid feed pipe 56, a variabledischarge liquid pump 58 is arranged. In the example which is shown inFIG. 21 , the liquid is comprised of water. The water is stored in theliquid tank 57. In another embodiment, the liquid is comprised of an aqueous solution or liquid fuel. - In the embodiment which is shown in
FIG. 21 , the liquid which is supplied in the movement promoting control is comprised of the liquid which is added from theliquid addition valve 55, that is, water. That is, as shown inFIG. 22 , if, after engine startup at the time td1, complete explosion occurs at the time td2, the engine speed Ne is maintained at the movement promoting idling speed NeIT. Further, theEGR control valve 13 is opened. At this time, water is added from theliquid addition valve 55 with the movement promoting addition pressure. This water is supplied by the exhaust gas to theparticulate filter 24. As a result, movement of the ash on theinner circumferences 71 is of the exhaustgas inflow passages 71 i to the rear parts 71 r is promoted. In this case, the movement promoting addition pressure and the movement promoting addition time are set so that the water is supplied in the form of a liquid to theparticulate filter 24. Next, if, at the time td3, a movement promoting addition time tD elapses, the normal idling control is started. Further, the addition of water is stopped. That is, the movement promoting control is stopped. -
FIG. 23 shows a routine for executing the movement promoting control which is shown inFIG. 22 . This routine is for example executed atstep 125 ofFIG. 12 . Referring toFIG. 23 , atstep 171, the target speed TNe is set to the movement promoting idling speed NeIT. At thenext step 172, theEGR control valve 13 is opened. At thenext step 173, the movement promoting addition pressure is calculated. At thenext step 174, the movement promoting addition time is calculated. At thenext step 175, liquid is added from theliquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time. Next, the processing cycle is ended. That is, the movement promoting control is ended and the routine proceeds to step 126 ofFIG. 12 . - In the embodiment which is shown in
FIG. 24A , aliquid addition valve 55 is arranged at theintake duct 6. In the embodiment which is shown inFIG. 24B , theliquid addition valve 55 is arranged at theexhaust manifold 5. In the embodiment which is shown inFIG. 24C , theliquid addition valve 55 is arranged at theexhaust pipe 21. Note that, in the embodiments which are shown fromFIG. 24A toFIG. 24C , theEGR control valve 13 is closed at the time of movement promoting control. -
FIG. 25 shows still another embodiment according to the present invention. Referring toFIG. 25 , anexhaust control valve 60 which can open and close theexhaust pipe 23 is arranged in theexhaust pipe 23 downstream of theparticulate filter 24. Theexhaust control valve 60 is normally set full open. - In the embodiment which is shown in
FIG. 25 , the movement promoting control is comprised of generation of pressure pulsation in theparticulate filter 24. That is, as shown inFIG. 26 , if, after engine startup at the time te1, complete explosion occurs at the time te2, the engine speed Ne is maintained at the movement promoting idling speed NeIT. At this time, theexhaust control valve 60 is alternately repeatedly opened and closed. As a result, pulsation occurs in the pressure in theparticulate filter 24. Due to this pressure pulsation, the ash layer which is formed at theinner circumferences 71 is of the exhaustgas inflow passages 71 i is destroyed and the ash easily peels off from theinner circumferences 71 is. The ash which peeled off from theinner circumferences 71 is is easily moved by the exhaust gas to therear parts 71 ir during the subsequent engine operation. Next, if, at the time tea, a predetermined set time tE has elapsed, the normal idling control is started. Further, theexhaust control valve 60 is maintained full open. That is, the movement promoting control is stopped. -
FIG. 27 shows the routine for executing the movement promoting control which is shown inFIG. 26 . This routine is for example executed atstep 125 ofFIG. 12 . Referring toFIG. 27 , atstep 181, the target speed TNe is set to the movement promoting idling speed NeIT. At thenext step 182, theexhaust control valve 60 is opened and closed repeatedly. At thenext step 183, it is judged if the set time tE has elapsed. When the set time tE has not elapsed, the routine returns to step 181. When the set time tE has elapsed, the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 ofFIG. 12 . -
FIG. 28 shows still another embodiment according to the present invention. Referring toFIG. 28 , thecatalytic converter 22 has avibrator 61 attached to it. - In the embodiment which is shown in
FIG. 28 , the movement promoting control is comprised of the generation of vibration at theparticulate filter 24. - That is, as shown in
FIG. 29 , after engine startup at the time tf1, if complete explosion occurs at the time tf2, the engine speed Ne is maintained at the movement promoting idling speed NeIT. At this time, thevibrator 61 is actuated. As a result, theparticulate filter 24 is given vibration. Due to this vibration, the ash layer which is formed at theinner circumferences 71 is of the exhaustgas inflow passages 71 i is destroyed and the ash is easily separated from theinner circumferences 71 is. The ash which is separated from theinner circumferences 71 is is easily moved by the exhaust gas to therear parts 71 ir during the subsequent engine operation. Next, if, at the time tf3, a predetermined set time tF elapses, the normal idling control is started. Further, thevibrator 61 is stopped. That is, the movement promoting control is stopped. -
FIG. 30 shows the routine for executing the movement promoting control which is shown inFIG. 29 . This routine is for example executed atstep 126 ofFIG. 12 . Referring toFIG. 30 , atstep 191, the target speed TNe is set to the movement promoting idling speed NeIT. At thenext step 192, thevibrator 61 is actuated. At thenext step 193, it is judged if the set time tF has elapsed. When the set time tF has not elapsed, the routine returns to step 191. When the set time tF has elapsed, the processing cycle is ended. That is, the movement promoting control is stopped and the routine proceeds to step 126 ofFIG. 12 . -
FIG. 31 shows still another embodiment of the present invention. In the movement promoting control of the embodiment which is shown inFIG. 31 , first, temperature elevation control for movement promotion is performed where the temperature TF of theparticulate filter 24 rises to the movement promoting temperature TFT which is higher than the PM removal control. Next, exhaust gas amount increasing control is performed to temporarily make the amount of exhaust gas which runs through theparticulate filter 24 increase. As a result, the ash shrinks due to the heating, the ash layer which is formed on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is destroyed, and the ash easily peels off from theinner circumferences 71 is. The ash which peeled off from theinner circumferences 71 is is easily and reliably moved by the increased exhaust gas to therear parts 71 ir. Note that, the movement promoting temperature TFT is for example from 630° C. to 1100° C. or so. - The movement promoting control of this embodiment is performed at the time of normal operation after engine startup has been completed. That is, as shown in
FIG. 31 , at the time tg1, PM removal control is started, whereby the temperature TF of theparticulate filter 24 is raised to the PM removal temperature TFPM. - Next, at the time tg2, the amount of deposited particulate matter QPM becomes smaller than the lower limit value LQPM and the PM removal control is ended. Following the PM removal control, movement promoting control is started. Specifically, first, temperature elevation control for movement promotion is started. That is, the temperature TF of the
particulate filter 24 is raised from the PM removal temperature TFPM to the movement promoting temperature TFT and held there. If doing this, the energy which is required for the temperature elevation control for movement promotion can be decreased. Next, if, at the time tg3, a predetermined set time tG1 elapses, the temperature elevation control for movement promotion is ended. Next, exhaust gas amount increasing control is started. As a result, the amount of exhaust gas QEX which flows through theparticulate filter 24 is increased. Next, if, at the time tg4, a predetermined set time tG2 has elapsed, the exhaust gas amount increasing control is ended. Therefore, the movement promoting control is ended. - Note that, to execute the temperature elevation control for movement promotion, in one embodiment, fuel is added from the
fuel addition valve 27. This fuel is burned in the exhaust passage orparticulate filter 24. In another embodiment, fuel is injected from afuel injector 3 in the compression stroke or the exhaust stroke and this fuel is burned in thecombustion chamber 2, exhaust passage, orparticulate filter 24. On the other hand, to execute exhaust gas amount increasing control, the engine speed or the throttle opening degree is increased. -
FIG. 32 shows a routine for executing the exhaust purification control which is shown inFIG. 31 . Referring toFIG. 32 , atstep 201, the PM removal control routine which is shown inFIG. 6 is executed. At thenext step 202, it is judged if the ratio R is smaller than the lower limit value RL. When R<RL, next the routine proceeds to step 203 where the movement promoting control routine is executed. As opposed to this, when RRL, the processing cycle is ended. Therefore, in this case, the movement promoting control routine is not executed. -
FIG. 33 shows a routine for executing the movement promoting control which is shown inFIG. 31 . This routine is for example executed atstep 203 of FIG. 32. Referring toFIG. 33 , atstep 211, the target value TTF of the temperature TF of theparticulate filter 24 is set to the movement promoting temperature TFT. At thenext step 212, it is judged whether the set time tG1 has elapsed. When the set time tG1 has not elapsed, the routine returns to step 211. When the set time tG1 has elapsed, next the routine proceeds to step 213 where exhaust gas amount increasing control is performed. At thenext step 214, it is judged if the set time tG2 has elapsed. When the set time tG2 has not elapsed, the routine returns to step 213. When the set time tG2 has elapsed, the processing cycle is ended. That is, exhaust gas amount increasing control ends, therefore the movement promoting control is ended. - In another embodiment, the exhaust gas amount increasing control is omitted. In this case, the ash which is peeled off from the
inner circumferences 71 is by the temperature elevation control for movement promotion is easily moved to therear parts 71 ir by the exhaust gas during the subsequent engine operation. -
FIG. 34 shows another embodiment of the movement promoting control in the embodiment which is shown inFIG. 24C . In the embodiment which is shown inFIG. 34 , the movement promoting control is comprised of movement promoting control during stop which is performed when the engine is stopped and movement promoting control during start which is performed when the engine is subsequently started. - That is, as shown in
FIG. 34 , if, at the time th1, theignition switch 44 is turned off, the engine operation is stopped. As a result, the engine speed Ne falls to zero. Next, if a predetermined set time tH1 elapses, movement promoting control during stop is performed. That is, liquid is added from theliquid addition valve 55 with the movement promoting addition pressure. As a result, ash on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is washed away by the condensed water and moved to therear parts 71 ir. Alternatively, the ash is wet by the condensed water, the ash layer which is formed at theinner circumferences 71 is of the exhaustgas inflow passages 71 i is destroyed, and the ash easily peels off from theinner circumferences 71 is. Note that, the set time tH1 is set to the time necessary for lowering the temperature TF of theparticulate filter 24 so that the liquid which is added from theliquid addition valve 55 does not vaporize at theparticulate filter 24. Next, if, at the time th3, liquid is added for the movement promoting addition time tH2, the addition of liquid is stopped. That is, movement promoting control during stop is stopped. - Next, at the time th4, the
ignition switch 44 is turned on and the engine is started. Next, if, at the time th5, complete explosion occurs, movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which runs through theparticulate filter 24 is increased. - Therefore, ash which peels off from the
inner circumferences 71 is of the exhaustgas inflow passages 71 i is easily moved to therear parts 71 ir. Next, if, at the time th6, a predetermined set time tH3 has elapsed, the normal idling control is started. That is, the movement promoting control during start is stopped. -
FIG. 35 shows a routine for executing the engine stop control which is shown inFIG. 34 . This routine is executed just once when theignition switch 44 is turned off. Referring toFIG. 35 , atstep 221, the flag XX is reset (XX=0). This flag XX is set (XX=1) when movement promoting control during start should be executed and is otherwise reset (XX=0). At thenext step 222, the engine operation is stopped. At thenext step 223, it is judged if the ratio R is smaller than the lower limit value RL. When R<RL, next the routine proceeds to step 224 where the movement promoting control routine during stop is executed. At thenext step 225, the flag XX is set (XX=1). At thenext step 226, the powering of theelectronic control unit 30 is stopped. Next, the processing cycle is ended. As opposed to this, when R≧RL, the routine proceeds fromstep 223 to step 226. Therefore, in this case, movement promoting control is not performed. -
FIG. 36 shows a routine for executing the engine start control which is shown inFIG. 34 . This routine is executed one time when theignition switch 44 is turned on. Referring toFIG. 36 , atstep 231, the flag X which was explained referring toFIG. 12 is reset (X=0). At thenext step 232, it is judged if the engine speed Ne is higher than a set speed NeC. When NeNeC, the routine returns to step 232. When Ne>NeC, that is, when complete explosion occurs, next the routine proceeds to step 233 where it is judged if the flag XX explained with reference toFIG. 35 is set. When the flag XX is set (XX=1), next the routine proceeds to step 234 where the movement promoting control routine during start is executed. At thenext step 235, the flag X is set (X=1). When, atstep 233, the flag XX is reset (XX=0), the routine proceeds to step 235. Therefore, in this case, movement promoting control during start is not performed. -
FIG. 37 shows the routine for executing the movement promoting control during stop which is shown inFIG. 34 . This routine is for example executed atstep 224 ofFIG. 35 . Referring toFIG. 37 , atstep 241, it is judged if the set time tH1 has elapsed from when theignition switch 44 was turned off. When the set time tH1 has not elapsed, the routine returns to step 241. When the set time tH1 has elapsed, next the routine proceeds to step 242 where the movement promoting addition pressure is calculated. At thenext step 243, the movement promoting addition time is calculated. At thenext step 244, the liquid is added from theliquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time. Next, the processing cycle is ended. That is, the movement promoting control during stop is ended and the routine proceeds to step 225 ofFIG. 35 . -
FIG. 38 shows a routine for execution of movement promoting control during start which is shown inFIG. 34 . This routine is for example executed atstep 234 ofFIG. 36 . Referring toFIG. 38 , atstep 251, the target speed TNe is set to the movement promoting idling speed NeIT. At thenext step 252, it is judged if the set time tH3 has elapsed. If the set time tH3 has not elapsed, the routine returns to step 251. When the set time tH3 has elapsed, the processing cycle is ended. That is, the movement promoting control during start is stopped and the routine proceeds to step 235 ofFIG. 36 . -
FIG. 39 shows still another embodiment according to the present invention. The embodiment which is shown inFIG. 39 differs from the embodiment which is shown inFIG. 34 in the point that thecatalytic converter 24 has a cooler 62 attached to it and the liquid which is added to theparticulate filter 24 is solidified by the cooler 62. - That is, as shown in
FIG. 40 , if, at the time tj1, theignition switch 44 is turned off, the engine operation is stopped, then a predetermined set time tJ1 elapses, movement promoting control during stop is performed. That is, liquid is added from theliquid addition valve 55 with the movement promoting addition pressure. As a result, the ash on theinner circumferences 71 is of the exhaust gas,inflow passages 71 i is washed away by the condensed water and is moved to therear parts 71 ir. Alternatively, the ash is wet by condensed water, the ash layer which is formed on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is destroyed, and the ash easily separates from theinner circumferences 71 is. Note that, the set time tJ1 is set in the same way as the above set time tH1. - Next, if, at the time tj3, the liquid is added for a movement promoting addition time tJ2, the addition of the liquid is stopped. Next, if, at tj4, a predetermined set time tJ3 elapses from the stopping of liquid addition, the cooler 62 is actuated and the liquid which is added to the
particulate filter 24 solidifies. As a result, the liquid expands, so the ash layer which is formed on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is further destroyed. Therefore, the ash is further easily peeled off from theinner circumferences 71 is. Next, at the time tj5, if a predetermined set time tJ4 elapses, the cooler 62 is stopped. That is, the movement promoting control during stop is stopped. Note that, the set time tJ4 is set to the time which is required for the liquid which was added to theparticulate filter 24 to sufficiently solidify. - Next, at the time tj6, the
ignition switch 44 is turned on and the engine is started. At this time, the solidified liquid melts. Next, at the time tj7, if complete explosion occurs, movement promoting control during start is started. That is, the engine speed Ne is maintained at the movement promoting idling speed NeIT. As a result, the amount of exhaust gas which flows through the inside of theparticulate filter 24 is increased. Therefore, the ash which is separated from theinner circumferences 71 of the exhaustgas inflow passages 71 i is easily moved to therear parts 71 ir. Next, at the time tj8, when a predetermined set time tJ5 has elapsed, the normal idling control is started. That is, the movement promoting control during start is stopped. -
FIG. 41 shows the routine for execution of the movement promoting control during stop which is shown inFIG. 39 . This routine is for example executed atstep 224 ofFIG. 35 . Referring toFIG. 41 , atstep 261, it is judged if the set time tJ1 has elapsed from when theignition switch 44 was turned off. When the set time tJ1 has not elapsed, the routine returns to step 261. When the set time tJ1 has elapsed, next the routine proceeds to step 262, where the movement promoting addition pressure is calculated. At thenext step 263, the movement promoting addition time is calculated. At thenext step 264, the liquid is added from theliquid addition valve 55 with the movement promoting addition pressure for the movement promoting addition time. At thenext step 265, it is judged if the set time tJ3 has elapsed from when addition of the liquid was stopped. When the set time tJ3 has not elapsed, the routine returns to step 265. When the set time tJ3 has elapsed, next the routine proceeds to step 266 where the cooler 62 is actuated. At thenext step 267, it is judged if the set time tJ4 has elapsed from when the cooler 63 was actuated. When the set time tJ4 has not elapsed, the routine returns to step 266. When the set time tJ4 has elapsed, next the processing cycle is ended. That is, the movement promoting control during stop is ended, and the routine proceeds to step 225 ofFIG. 35 . - Note that, in the embodiment which is shown in
FIG. 34 , there may be a case where the atmospheric temperature becomes considerably low while the engine operation is stopped and the liquid which is added to theparticulate filter 24 solidifies. In this case as well, the ash layer which is formed on theinner circumferences 71 is of the exhaustgas inflow passages 71 i is further destroyed, whereby the ash easily is moved to therear parts 71 ir. -
- 1 engine body
- 12 EGR passage
- 14 e condensed water storage part
- 21 exhaust pipe
- 24 particulate filter
- 26 pressure difference sensor
- 71 i exhaust gas inflow passage
- 71 o exhaust gas outflow passage
- 72 partition wall
Claims (12)
1. An exhaust purification system comprising:
an internal combustion engine;
an engine exhaust passage;
a particulate filter configured to trap particulate matter contained in exhaust gas, the particulate filter being disposed inside the engine exhaust passage, the particulate filter including exhaust gas inflow passages and exhaust gas outflow passages, and the exhaust pas inflow passages and the exhaust gas outflow passages being alternately arranged through porous partition walls;
a detecting means for detecting pressure loss of the particulate filter;
a movement promoting means for promoting movement of ash deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages; and
a PM removing means for performing PM removal control for removing the particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value,
wherein the movement promoting means determines whether an mount of ash deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount, and
the movement promoting means performs movement promoting control when the movement promoting means determines that the amount of ash is greater than the predetermined upper limit amount.
2. (canceled)
3. The exhaust purification system according to claim 1 , wherein
the movement promoting means supplies a liquid to the particulate filter, to perform the movement promoting control.
4. The exhaust purification system according to claim 3 , wherein
the liquid is comprised of at least one of water, an aqueous solution, or a liquid fuel.
5. The exhaust purification system according to claim 3 , further comprising:
a condensed water storage part disposed in at least one of an engine intake passage, the engine exhaust passage upstream of the particulate filter, or an exhaust gas recirculation passage that connects the engine intake passage and the engine exhaust passage with each other, the condensed water storage part being configured to store condensed water generated at the internal combustion engine,
wherein the movement promoting means supplies the condensed water stored in the condensed water storage part to the particulate filter, to perform the movement promoting control.
6. The exhaust purification system according to claim 3 , further comprising:
a NOx reducing catalyst arranged inside the particulate filter or in the engine exhaust passage downstream of the particulate filter;
a reducing agent addition valve configured to secondarily add a liquid reducing agent into the engine exhaust passage upstream of the particulate filter; and
a NOx reducing means for adding a liquid reducing agent from the reducing agent addition valve with a NOx reduction addition pressure and a NOx reduction addition time for reducing the NOx,
wherein the movement promoting means adds the liquid reducing agent from the reducing agent addition valve with an addition pressure that is lower than the NOx reduction addition pressure or with an addition time that is longer than the NOx reduction addition time, to perform the movement promoting control.
7. The exhaust purification system according to claim 1 , wherein
the movement promoting means makes pressure inside of the particulate filter pulsate, to perform the movement promoting control.
8. The exhaust purification system according to claim 1 , wherein
the movement promoting means makes the particulate filter vibrate, to perform the movement promoting control.
9. The exhaust purification system according to claim 1 , wherein
the movement promoting means makes temperature of the particulate filter rise to a temperature higher than that at the time of the PM removal control, to perform the movement promoting control.
10. The exhaust purification system according to claim 1 , wherein
the movement promoting means feeds a liquid to the particulate filter, and the movement promoting means makes the liquid solidify, to perform the movement promoting control.
11. An exhaust purification system comprising:
an internal combustion engine;
an engine exhaust passage;
a particulate filter configured to trap particulate matter contained in exhaust gas, the particulate filter being disposed inside the engine exhaust passage, the particulate filter including exhaust gas inflow passages and exhaust gas outflow passages, and the exhaust gas inflow passages and the exhaust gas outflow passages being alternately arranged through porous partition walls;
a pressure loss sensor configured to detect pressure loss of the particulate filter;
an electronic control unit configured to:
(i) promote movement of ash deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages,
(ii) perform PM removal control for removing the particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value,
(iii) determine whether an amount of ash deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit mount, and
(iv) perform movement promoting control when the electronic control unit determines that the amount of ash is greater than the predetermined upper limit amount.
12. An exhaust purification method for a vehicle including:
an internal combustion engine;
an engine exhaust passage;
a particulate filter configured to trap particulate matter contained in exhaust gas, the particulate filter being disposed inside the engine exhaust passage, the particulate filter including exhaust gas inflow passages and exhaust gas outflow passages, and the exhaust gas inflow passages and the exhaust gas outflow passages being alternately arranged through porous partition walls; and
a pressure loss sensor configured to detect pressure loss of the particulate filter;
an electronic control unit,
the exhaust purification method comprising:
(i) promoting, by the electronic control unit, movement of ash deposited on inner circumferences of the exhaust gas inflow passages to rear parts of the exhaust gas inflow passages;
(ii) performing, by the electronic control unit, PM removal control for removing the particulate matter from the particulate filter when the detected pressure loss is greater than a predetermined upper limit value;
(iii) determining, by the electronic control unit, whether an amount of ash deposited on the inner circumferences of the exhaust gas inflow passages is greater than a predetermined upper limit amount; and
(iv) performing, by the electronic control unit, movement promoting control when the electronic control unit determines that the amount of ash is greater than the predetermined upper limit amount.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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JP2012-195420 | 2012-09-05 | ||
JP2012195420A JP5798533B2 (en) | 2012-09-05 | 2012-09-05 | Exhaust gas purification device for internal combustion engine |
PCT/JP2013/074606 WO2014038724A1 (en) | 2012-09-05 | 2013-09-05 | Exhaust Purification System of Internal Combustion Engine |
Publications (1)
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US20150204224A1 true US20150204224A1 (en) | 2015-07-23 |
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US14/408,410 Abandoned US20150204224A1 (en) | 2012-09-05 | 2013-09-05 | Exhaust purification system of internal combustion engine |
Country Status (8)
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US (1) | US20150204224A1 (en) |
EP (1) | EP2850293A1 (en) |
JP (1) | JP5798533B2 (en) |
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BR (1) | BR112014031552A2 (en) |
IN (1) | IN2014DN10689A (en) |
RU (1) | RU2014151055A (en) |
WO (1) | WO2014038724A1 (en) |
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US10612437B2 (en) | 2015-06-16 | 2020-04-07 | Mtu Friedrichshafen Gmbh | Method for mobilising ash in an exhaust-gas particle filter |
CN112004999A (en) * | 2018-05-09 | 2020-11-27 | 宝马汽车股份有限公司 | Determination of the ash load of a particle filter of an internal combustion engine |
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JP6654585B2 (en) * | 2017-02-17 | 2020-02-26 | 株式会社Soken | Exhaust gas purification device for internal combustion engine |
JP6717250B2 (en) * | 2017-03-31 | 2020-07-01 | トヨタ自動車株式会社 | Control device for internal combustion engine |
JP2019044757A (en) * | 2017-09-07 | 2019-03-22 | いすゞ自動車株式会社 | Exhaust emission control device and internal combustion engine |
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US10738679B2 (en) * | 2016-02-11 | 2020-08-11 | Scania Cv Ab | Use of a lubrication oil that forms water-soluble ash when combusted, engine system in which the oil is used and a vehicle comprising the engine system |
US10598062B2 (en) | 2016-12-27 | 2020-03-24 | Toyota Jidosha Kabushiki Kaisha | Exhaust purification system of internal combustion engine |
US11008914B2 (en) | 2016-12-27 | 2021-05-18 | Toyota Jidosha Kabushiki Kaisha | Exhaust purification system of internal combustion engine |
CN112004999A (en) * | 2018-05-09 | 2020-11-27 | 宝马汽车股份有限公司 | Determination of the ash load of a particle filter of an internal combustion engine |
US11268425B2 (en) * | 2018-05-09 | 2022-03-08 | Bayerische Motoren Werke Aktiengesellschaft | Determination of an ash loading of a particulate filter for an internal combustion engine |
Also Published As
Publication number | Publication date |
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BR112014031552A2 (en) | 2017-06-27 |
CN104395570A (en) | 2015-03-04 |
JP2014051896A (en) | 2014-03-20 |
JP5798533B2 (en) | 2015-10-21 |
IN2014DN10689A (en) | 2015-08-28 |
RU2014151055A (en) | 2016-10-27 |
EP2850293A1 (en) | 2015-03-25 |
WO2014038724A1 (en) | 2014-03-13 |
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