U.S. patent application number 12/997280 was filed with the patent office on 2011-05-19 for exhaust gas purification apparatus of an internal combustion engine.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Shinya Hirota.
Application Number | 20110113763 12/997280 |
Document ID | / |
Family ID | 41416696 |
Filed Date | 2011-05-19 |
United States Patent
Application |
20110113763 |
Kind Code |
A1 |
Hirota; Shinya |
May 19, 2011 |
EXHAUST GAS PURIFICATION APPARATUS OF AN INTERNAL COMBUSTION
ENGINE
Abstract
In an exhaust gas purification apparatus of an internal
combustion engine, there is provided a technique that is able to
quickly raise the temperature of a catalyst arranged at a
downstream side by raising the temperature of a catalyst arranged
at an upstream side in a quick manner. The apparatus is provided
with an exhaust gas purification catalyst, a plurality of catalysts
that are arranged at an upstream side of the exhaust gas
purification catalyst and have oxidizing ability, a fuel supply
device that supplies fuel to one catalyst which is arranged at the
most upstream side, and a heating device that heats the one
catalyst, wherein the plurality of catalysts having oxidizing
ability are arranged in an exhaust passage in series to the
direction of flow of an exhaust gas, and the more upstream side the
catalysts are arranged at, the smaller the cross-sectional areas of
the catalysts formed by cutting planes which are orthogonal to a
central axis of the exhaust passage are made.
Inventors: |
Hirota; Shinya; (Susono-shi,
JP) |
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi, Aichi
JP
|
Family ID: |
41416696 |
Appl. No.: |
12/997280 |
Filed: |
June 4, 2009 |
PCT Filed: |
June 4, 2009 |
PCT NO: |
PCT/JP2009/060226 |
371 Date: |
December 10, 2010 |
Current U.S.
Class: |
60/300 |
Current CPC
Class: |
Y02T 10/24 20130101;
Y02T 10/26 20130101; B01D 53/9409 20130101; F01N 2240/16 20130101;
F01N 3/2033 20130101; Y02T 10/12 20130101; B01D 53/944 20130101;
F01N 2340/02 20130101; B01D 53/9477 20130101; F01N 3/2066 20130101;
F01N 13/009 20140601; F01N 2610/02 20130101; F01N 2610/03 20130101;
F01N 2340/00 20130101 |
Class at
Publication: |
60/300 |
International
Class: |
F01N 3/10 20060101
F01N003/10 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 13, 2008 |
JP |
2008-154963 |
Claims
1. An exhaust gas purification apparatus of an internal combustion
engine comprising: an exhaust gas purification catalyst that is
arranged in an exhaust passage of the internal combustion engine
for purifying an exhaust gas; a plurality of catalysts that are
arranged at an upstream side of said exhaust gas purification
catalyst and have oxidizing ability; a fuel supply device that
supplies fuel to one of said plurality of catalysts having
oxidizing ability which is arranged at the most upstream side
thereof; a heating device that heats said one catalyst; wherein
said plurality of catalysts having oxidizing ability are arranged
at intervals from one another in an exhaust passage in series to
the direction of flow of the exhaust gas, and the more upstream
side the catalysts are arranged, the smaller the cross-sectional
areas of said catalysts formed by cutting planes which are
orthogonal to a central axis of said exhaust passage are made, and
said cross-sectional area of at least said one catalyst is made
smaller than the cross-sectional area of said exhaust passage.
2. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 1, wherein said exhaust gas
purification catalyst Is composed of including a selective
reduction type NOx catalyst which uses urea or ammonia as a
reducing agent; and an injection device is provided which injects
said reducing agent toward the exhaust gas flowing out of an other
catalyst which is arranged at the most downstream side among said
plurality of catalysts having oxidizing ability.
3. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 2, further comprising: a unit that
measures or estimates the temperature of the exhaust gas flowing
out of said other catalyst, wherein when the temperature of the
exhaust gas flowing out of said other catalyst is equal to or
higher than a predetermined value, the reducing agent is caused to
be injected from said injection device.
4. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 1, wherein before starting of said
internal combustion engine, fuel is supplied to said one catalyst
from said fuel supply device, and said one catalyst is heated by
means of said heating device.
5. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 4, wherein after the starting of the
internal combustion engine is commenced, the amount of fuel
supplied from said fuel supply device is caused to increase
according to the time elapsed.
6. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 4, further comprising: a unit that
measures or estimates the temperature of said exhaust gas
purification catalyst, wherein when the temperature of said exhaust
gas purification catalyst rises to a prescribed temperature, the
supply of fuel from said fuel supply device to said one catalyst is
stopped, and the heating of said one catalyst by said heating
device is stopped.
7. The exhaust gas purification apparatus of an internal combustion
engine as set forth in claim 4, wherein when the amount of the
exhaust gas becomes more than a prescribed amount during the time
fuel is being supplied from said fuel supply device, the amount of
fuel supplied from said fuel supply device is restricted.
Description
TECHNICAL FIELD
[0001] The present invention relates to an exhaust gas purification
apparatus of an internal combustion engine.
BACKGROUND ART
[0002] There has been known a technique in which heat can be
generated by supplying a reducing agent to an oxidation catalyst,
so that the temperature of an exhaust gas can thereby be raised, as
a result of which the temperature of a catalyst arranged at a
location downstream of the oxidation catalyst is raised (for
example, see a first patent document).
[0003] However, at the time of cold start of an internal combustion
engine, the temperature of the oxidation catalyst is low, so the
reducing agent hardly reacts with the oxidation catalyst.
Therefore, heating the oxidation catalyst by means of a heater,
etc., is carried out. However, because the heat generated by the
heater, etc., is taken by the exhaust gas as the exhaust gas passes
through the oxidation catalyst, the temperature rise of the
oxidation catalyst becomes slow. On the other hand, when an amount
of heat more than the heat taken by the exhaust gas is to be
generated, it has been necessary to enlarge the size of the
oxidation catalyst, or to increase the amount of electric power
used by the heater, etc.
PRIOR ART REFERENCES
Patent Documents
[0004] First Patent Document: Japanese patent application laid-open
No. 2005-127257 [0005] Second Patent Document: Japanese patent
application laid-open No. 2004-162611 [0006] Third Patent Document:
Japanese patent application laid-open No. H6-106068 [0007] Fourth
Patent Document: Japanese patent application laid-open No.
2003-120264 [0008] Fifth Patent Document: Japanese patent
application laid-open No. 2006-161629 [0009] Sixth Patent Document:
Japanese patent application laid-open No. H9-504349
SUMMARY OF THE INVENTION
Problems to be Solved by the Invention
[0010] The present invention has been made in view of the
above-mentioned problems, and has for its object to provide a
technique which is capable of quickly raising the temperature of a
catalyst arranged at a downstream side by raising the temperature
of a catalyst arranged at an upstream side in a quick manner.
Means for Solving the Problems
[0011] In order to achieve the above-mentioned object, an exhaust
gas purification apparatus of an internal combustion engine
according to the present invention adopts the following
measures.
That is, the exhaust gas purification apparatus of an internal
combustion engine according to the present invention is
characterized by comprising:
[0012] an exhaust gas purification catalyst that is arranged in an
exhaust passage of the internal combustion engine for purifying an
exhaust gas;
[0013] a plurality of catalysts that are arranged at an upstream
side of said exhaust gas purification catalyst and have oxidizing
ability;
[0014] a fuel supply device that supplies fuel to one of said
plurality of catalysts having oxidizing ability which is arranged
at the most upstream side thereof;
[0015] a heating device that heats said one catalyst;
[0016] wherein
[0017] said plurality of catalysts having oxidizing ability are
arranged in the exhaust passage in series to the direction of flow
of the exhaust gas, and the more upstream side the catalysts are
arranged at, the smaller the cross-sectional areas of the catalysts
formed by cutting planes which are orthogonal to a central axis of
the exhaust passage are made.
[0018] Here, the more downstream side the plurality of catalysts
having oxidizing ability are arranged at the larger the
cross-sectional areas of the catalysts become, so a gas passing
through the inside of a catalyst which is arranged at an upstream
side, and a gas passing through the outside of the catalyst which
is arranged at the upstream side, flow into a catalyst which is
arranged at a downstream side thereof. The gas having passed
through the inside of the catalyst which is arranged at the
upstream side becomes high in temperature due to the reaction of
fuel in this catalyst. In addition, a part of fuel which has not
yet reacted is included in this gas. Moreover, oxygen is consumed
inside the catalyst which is arranged at the upstream side, so the
oxygen concentration of the gas flowing out of this catalyst
becomes low. As a result, in the gas having passed through the
inside of the upstream side catalyst, the fuel, which is contained
therein and which can be made to react in the downstream side
catalyst, decreases. On the other hand, a large amount of oxygen is
contained in the gas having passed through the outside of the
catalyst which is arranged at the upstream side. Thus, by taking
this gas into the downstream side catalyst, oxidation of fuel can
be facilitated in this downstream side catalyst.
[0019] Here, the one catalyst has a small volume, so the
temperature thereof is quickly raised by means of the heating
device. Then, when the temperature of the one catalyst is raised by
means of the heating device, fuel can be made to react in this one
catalyst. As a result of this, the temperature of the exhaust gas
flowing out of the one catalyst rises, so the temperature of the
following catalyst, which is arranged at the downstream side of
this one catalyst, also rises. In other words, in the downstream
side catalyst, the temperature thereof is caused to rise abruptly
by means of the heat given from the upstream side catalyst and the
heat generated in the downstream side catalyst. Thus, by raising
the temperatures of the plurality of catalysts in a sequential
manner, downstream side catalysts can be raised to high
temperatures. Then, a large amount of heat can be generated in the
plurality of catalysts having oxidizing ability, so that the
temperature of the exhaust gas purification catalyst can finally be
raised.
[0020] In the present invention, said exhaust gas purification
catalyst can be composed of including a selective reduction type
NOx catalyst which uses urea or ammonia as a reducing agent;
and
[0021] an injection device can be provided which injects said
reducing agent toward the exhaust gas flowing out of an other
catalyst which is arranged at the most downstream side among said
plurality of catalysts having oxidizing ability.
[0022] In the present invention, the temperature of the other
catalyst which is arranged at the most downstream side can be
raised quickly, and the other catalyst becomes a high temperature.
As a result of this, the temperature of the exhaust gas flowing out
of the other catalyst also becomes a high temperature, so by
injecting the reducing agent toward the exhaust gas flowing out of
the other catalyst, the evaporation of the reducing agent can be
facilitated. In addition, the reducing agent can be dispersed to a
wide range in the exhaust gas. Here, note that, the other catalyst
may have its cross-sectional area smaller than that of the exhaust
passage.
[0023] In the present invention, a unit is provided which measures
or estimates the temperature of the exhaust gas flowing out of said
other catalyst, wherein when the temperature of the exhaust gas
flowing out of said other catalyst is equal to or higher than a
predetermined value, the reducing agent is caused to be injected
from said injection device.
[0024] The predetermined value can be a temperature at which the
reducing agent can be evaporated, or a temperature at which the
reducing agent can be dispersed in an effective manner. In other
words, even if the reducing agent is injected at the time when the
temperature of the exhaust gas flowing out of the other catalyst is
low, evaporation or dispersion of the reducing agent will not be
able to be expected, but there will also be a fear that the
reducing agent may adhere to the exhaust gas purification catalyst.
Accordingly, in cases where the temperature of the exhaust gas
flowing out of the other catalyst is equal to or higher than the
predetermined value, the reducing agent is caused to be
injected.
[0025] In the present invention, before starting of said internal
combustion engine, fuel can be supplied to said one catalyst from
said fuel supply device, and said one catalyst can be heated by
means of said heating device.
[0026] In other words, the temperature of the one catalyst is
caused to rise before the internal combustion engine starts. On the
contrary, the internal combustion engine may be started after the
temperature of the one catalyst is caused to rise up to a
prescribed temperature. With this, at the time of the next starting
of the internal combustion engine, too, it is possible to raise the
temperature of a catalyst(s) downstream of said one catalyst in a
quick manner. As a result of this, in the exhaust gas purification
catalyst, purification of the exhaust gas can be made at an early
stage.
[0027] In the present invention, after the starting of the internal
combustion engine is commenced, the amount of fuel supplied from
said fuel supply device can be caused to increase according to the
time elapsed.
[0028] In other words, the amount of fuel capable of being oxidized
in the plurality of catalysts having oxidizing ability increases in
accordance with the rising temperature of the one catalyst and/or
the rising temperatures of the catalysts having oxidizing ability
which are arranged at the downstream side thereof. If the amount of
fuel to be supplied is increased according to this, the amount of
heat generated in the plurality of catalysts having oxidizing
ability will be able to be increased, so that the temperature of
the exhaust gas purification catalyst can be raised in a quick
manner. In addition, the supply of the reducing agent to the
exhaust gas purification catalyst can be made at an early
stage.
[0029] In the present invention, a unit is provided which measures
or estimates the temperature of said exhaust gas purification
catalyst, wherein when the temperature of said exhaust gas
purification catalyst rises to the prescribed temperature, the
supply of fuel from said fuel supply device to said one catalyst
can be stopped, and the heating of said one catalyst by said
heating device can be stopped.
[0030] If the reducing agent can be made to react in the exhaust
gas purification catalyst, it will become unnecessary to raise the
temperature of the catalysts having oxidizing ability. If the
supply of fuel or the heating by the heating device is stopped,
fuel economy or efficiency can be improved. In addition,
overheating of the catalysts can be suppressed.
[0031] In the present invention, when the amount of the exhaust gas
becomes more than a prescribed amount during the time fuel is being
supplied from said fuel supply device, the amount of fuel supplied
from said fuel supply device can be restricted.
[0032] This prescribed amount can be an amount at which there is a
fear that the fuel supplied by the fuel supply device may adhere to
the exhaust gas purification catalyst. In other words, when the
amount of the exhaust gas increases, the time for fuel to pass
through the plurality of catalysts having oxidizing ability becomes
shorter, so the fuel becomes more difficult to be oxidized in the
catalysts. In other words, the amount of fuel which passes through
the plurality of catalysts having oxidizing ability without being
oxidized therein increases. Thus, if the fuel which has passed
through the catalysts having oxidizing ability adheres to the
exhaust gas purification catalyst, there will be a fear that the
purification ability of the exhaust gas purification catalyst may
be decreased. On the other hand, by restricting the amount of fuel
to be supplied, it is possible to suppress the fuel from adhering
to the exhaust gas purification catalyst. Here, note that the
amount of fuel to be supplied may be decreased according to the
amount of the exhaust gas. In this case, the amount of fuel to be
supplied may be decreased in a continuous manner or in a stepwise
manner according to the amount of the exhaust gas. In addition,
when the amount of the exhaust gas becomes equal to or more than
the prescribed amount, the supply of fuel from the fuel supply
device may be stopped.
Effect of the Invention
[0033] According to an exhaust gas purification apparatus of an
internal combustion engine related to the present invention, it is
possible to quickly raise the temperature of a catalyst arranged at
a downstream side by raising the temperature of a catalyst arranged
at an upstream side in a quick manner.
BRIEF DESCRIPTION OF THE DRAWINGS
[0034] FIG. 1 is a view showing the schematic construction of an
internal combustion engine and its exhaust system to which an
exhaust gas purification apparatus of an internal combustion engine
according to a first embodiment of the present invention is
applied.
[0035] FIG. 2 is a construction view of a temperature raising
device.
[0036] FIG. 3 is a flow chart showing a flow for temperature
raising control on a NOx catalyst at the time of starting of the
engine according to an embodiment of the present invention.
[0037] FIG. 4 is a flow chart showing a flow for temperature
raising control on the NOx catalyst after the engine has been
started according to the embodiment.
BEST MODE FOR CARRYING OUT THE INVENTION
[0038] Hereinafter, reference will be made to a specific embodiment
of an exhaust gas purification apparatus of an internal combustion
engine according to the present invention based on the attached
drawings.
First Embodiment
[0039] FIG. 1 is a view showing the schematic construction of an
internal combustion engine and its exhaust system to which an
exhaust gas purification apparatus of an internal combustion engine
according to this embodiment of the present invention is applied.
An internal combustion engine 1 shown in FIG. 1 is a four-cycle
diesel engine of a water cooled type.
[0040] In addition, an exhaust passage 2 is connected to the
internal combustion engine 1. In the middle of the exhaust passage
2, a temperature raising device 3 and a selective reduction type
NOx catalyst 4 (hereinafter referred to as a NOx catalyst 4) are
sequentially arranged in this order from an upstream side. The NOx
catalyst 4 reduces NOx in an exhaust gas in a selective manner by
supplying urea or ammonia as a reducing agent. Here, note that in
this embodiment, the NOx catalyst 4 corresponds to an exhaust gas
purification catalyst in the present invention.
[0041] FIG. 2 is a construction view of the temperature raising
device 3. The temperature raising device 3 is provided with four
oxidation catalysts including a first catalyst 31, a second
catalyst 32, a third catalyst 33, and a fourth catalyst 34, which
are arranged in a sequential manner from an upstream side to a
downstream side, with appropriate distances between adjacent
catalysts, respectively. Here, note that at least two oxidation
catalysts should be provided. In addition, these catalysts should
just have oxidizing ability, and may be three-way catalysts or
occlusion reduction type NOx catalysts. These four oxidation
catalysts are of cylindrical shapes, respectively, and the central
axis of each catalyst is located on the central axis of the exhaust
passage 2. Moreover, the more upstream side the catalysts are
arranged at, the smaller do the cross-sectional areas of the
catalysts when these catalysts are cut by planes which are
orthogonal to the central axis of the exhaust passage 2 becomes. In
other words, the cross-sectional area of the first catalyst 31 is
the smallest, and the cross-sectional area of the fourth catalyst
34 is the largest. The cross-sectional area of the fourth catalyst
34 is smaller than the passage sectional area of the exhaust
passage 2. Also, the more downstream side the oxidation catalysts
are arranged at, the larger the volumes of the oxidation catalysts
are. In addition, the second catalyst 32, the third catalyst 33,
and the fourth catalyst 34 are formed with the cylindrical guides
321, 331, 341, respectively, which extend toward the upstream side
from the outer peripheries of the individual catalysts,
respectively. Each of these guides 321, 331, 341 extends up to a
more upstream side than the downstream end of the catalyst which is
arranged at an immediately upstream side of each of the catalysts.
Here, note that in this embodiment, the first catalyst 31, the
second catalyst 32, the third catalyst 33, and the fourth catalyst
34 correspond to a plurality of catalysts having oxidizing ability
in the present invention.
[0042] A first injection valve 35 for injecting fuel is arranged at
the upstream of the first catalyst 31. The first injection valve 35
has its nozzle hole directed to the center of an upstream end face
of the first catalyst 31. In addition, the first catalyst 31 is
provided with a heater 36 which serves to heat the first catalyst
31. This heater 36 generates heat by being supplied with electric
power. In other words, the first injection valve 35 is arranged at
a more upstream side than the most upstream side oxidation
catalyst, and the heater 36 is mounted on the most upstream side
oxidation catalyst. The nozzle hole of the first injection valve 35
may be arranged to be directed to a place which is to be heated by
the heater 36. Here, note that in this embodiment, the first
catalyst 31 corresponds to one catalyst in the present invention.
Also, in this embodiment, the first injection valve 35 corresponds
to a fuel supply device in the present invention. Further, in this
embodiment, the heater 36 corresponds to a heating device in the
present invention.
[0043] A second injection valve 37 for injecting a liquid in which
urea or ammonia is contained is arranged in the exhaust passage 2
at a location in the vicinity of the fourth catalyst 34. The liquid
having urea or ammonia contained therein acts as a reducing agent
in the NOx catalyst 4. The second injection valve 37 has its nozzle
hole directed to a stream of exhaust gas which flows out of the
fourth catalyst 34. Here, note that in this embodiment, the fourth
catalyst 34 corresponds to an other catalyst in the present
invention. Also, in this embodiment, the second injection valve 37
corresponds to an injection device in the present invention.
[0044] In addition, a first temperature sensor 38 for measuring the
temperature of the exhaust gas is arranged at a location downstream
of the fourth catalyst 34. By this first temperature sensor 38, the
temperature of the fourth catalyst 34 or the temperature of the
exhaust gas flowing out of the fourth catalyst 34 is measured.
Here, note that by the first temperature sensor 38, the temperature
of the temperature raising device 3 or the temperature of the
exhaust gas flowing into the NOx catalyst 4 can also be measured.
In addition, a second temperature sensor 13 for measuring the
temperature of the exhaust gas is arranged in the exhaust passage 2
at a location downstream of the fourth catalyst 4. The temperature
of the NOx catalyst 4 can also be measured by this second
temperature sensor 13. Here, note that in this embodiment, the
first temperature sensor 38 corresponds to a unit which measures or
estimates the temperature of the other catalyst in the present
invention. Moreover, in this embodiment, the second temperature
sensor 13 corresponds to a unit which measures or estimates the
temperature of the exhaust gas purification catalyst in the present
invention.
[0045] Further, a crank angle sensor 11 for measuring the number of
revolutions per unit time of the internal combustion engine 1 is
mounted on the internal combustion engine 1.
[0046] In the internal combustion engine 1 constructed as stated
above, there is arranged in combination therewith an ECU 5 which is
an electronic control unit for controlling the internal combustion
engine 1. This ECU 5 is a unit that controls the operating state of
the internal combustion engine 1 in accordance with the operating
conditions of the internal combustion engine 1 and/or driver's
requirements.
[0047] Besides the above-mentioned sensors, an accelerator opening
sensor 15, which is able to detect an engine load by outputting an
electrical signal corresponding to an amount by which a driver
depressed an accelerator pedal 14, and a switch 12, which serves to
start the internal combustion engine 1, are connected to the ECU 5
through wiring, and the output signals of the variety of kinds of
sensors are inputted to the ECU 5. With the switch 12 being
operated by the driver, the ECU 5 starts up the internal combustion
engine 1.
[0048] On the other hand, the first injection valve 35 and the
second injection valve 37 are connected to the ECU 5 through
electrical wiring, so that these valves are controlled by means of
the ECU 5.
[0049] With the arrangement of the four oxidation catalysts 31, 32,
33, 34 as in this embodiment, most of the exhaust gas having passed
through an upstream side oxidation catalyst flows into the
following oxidation catalyst at the downstream side thereof. In
other words, the gas having flown out of each of the oxidation
catalysts flows through the inside of the guide formed in each of
the following downstream side oxidation catalysts, and flows into
the downstream side oxidation catalysts. On the other hand, because
there is a gap between each of the upstream side oxidation
catalysts and the guide of the following each downstream side
oxidation catalyst, a part of the exhaust gas having passed through
the outside of each upstream side oxidation catalyst flows into the
following each downstream side oxidation catalyst.
[0050] Here, when the heater 36 is energized with electric power
and fuel is injected from the first injection valve 35, the fuel
reacts in the first catalyst 31 to generate heat. As a result of
this, the temperature of exhaust gas is raised. Then, when the
exhaust gas thus heated flows into the second catalyst 32, the
temperature of the second catalyst 32 is raised. In the exhaust gas
flowing into this second catalyst 32, there is contained fuel which
did not react or reacted insufficiently in the first catalyst 31.
However, when the exhaust gas passes through the interior of the
first catalyst 31, oxygen reacts with the fuel in the first
catalyst 31, so there remains only a small amount of oxygen in the
exhaust gas which flows out of the first catalyst. On the other
hand, a part of the exhaust gas, which passed through the outside
of the first catalyst 31, also flows into the second catalyst 32. A
lot of oxygen is contained in the exhaust gas which passed through
the outside of this first catalyst 31. In other words, the fuel
flowing out of the first catalyst 31 and the exhaust gas having
much oxygen contained therein because of passing through the
outside of the first catalyst 31 flow into the second catalyst 32.
Therefore, in the second catalyst 32, too, fuel and oxygen react
with each other to generate heat. As a result, the temperature of
the exhaust gas is further raised. Such things also occur in the
third catalyst 33 and the fourth catalyst 34, too.
[0051] In other words, the temperature of the exhaust gas is raised
in each of the oxidation catalysts due to the oxygen taken in by
each oxidation catalyst. With this, the temperature of their
downstream side catalysts can be further raised. For example, with
such an arrangement, the temperature of the exhaust gas which
arrives at the NOx catalyst 4 can be made higher than that in cases
where one single oxidation catalyst is provided which has the same
volume as the sum total of the volumes of the four oxidation
catalysts and in cases where the same amount of fuel is supplied.
That is, according to this embodiment, the temperature of the NOx
catalyst 4 can be quickly raised with a smaller amount of fuel.
[0052] In addition, in this embodiment, by injecting the reducing
agent injected from the second injection valve 37 toward the
exhaust gas flowing out of the fourth catalyst 34, evaporation of
the reducing agent is made to facilitate or the reducing agent is
made to disperse in a wide area. Here, the fourth catalyst 34 is
made high in temperature due to the heat generated in the three
catalysts, which are arranged at the upstream side of the fourth
catalyst 34, and the heat generated in this fourth catalyst 34.
Therefore, by injecting the reducing agent toward the exhaust gas
flowing out of this fourth catalyst 34, the reducing agent can be
evaporated and dispersed in a quick manner. Here, note that the
reducing agent may be injected from the second injection valve 37
only in cases where the evaporation and dispersion of the reducing
agent can be carried out to a sufficient extent. In other words, in
cases where the temperature of the exhaust gas flowing out of the
fourth catalyst 34 is equal to or higher than a threshold value, it
is decided that the evaporation and dispersion of the reducing
agent can be done to a sufficient extent, and the reducing agent
may be injected. This threshold value has beforehand been obtained
through experiments, etc.
[0053] Then, in this embodiment, in cases where the temperature of
the NOx catalyst 4 is lower than a lower limit value of an
activation temperature thereof at the time of cold starting of the
internal combustion engine 1, etc., the following control is
carried out so as to quickly raise the temperature of the NOx
catalyst 4.
[0054] FIG. 3 is a flow chart showing a flow for temperature
raising control on the NOx catalyst 4 at the time of engine
starting according to this embodiment. This routine is executed at
the time of starting of the internal combustion engine 1. Here,
note that in this embodiment, even when the driver operates the
switch 12 in order to start the internal combustion engine 1, the
temperature of the first catalyst 31 is first raised without
immediately starting the internal combustion engine 1.
[0055] In step S101, the ECU 5 determines whether the temperature
of the NOx catalyst 4 is lower than the lower limit value (e.g.,
150 degrees C.) of the activation temperature. In other words, it
is determined whether reduction of NOx can not be carried out in
the NOx catalyst 4. For example, when the temperature obtained by
the second temperature sensor 13 is lower than a threshold value,
it is assumed that the temperature of the NOx catalyst 4 is lower
than the lower limit value of the activation temperature.
[0056] In cases where an affirmative determination is made in step
S101, the routine advances to step S102, whereas in cases where a
negative determination is made, this routine is ended. In cases
where this routine is ended, the internal combustion engine 1 is
started immediately. Then, the reducing agent is injected from the
second fuel injection valve 37, without being accompanied by a
temperature rise of exhaust gas by means of the temperature raising
device 3, so that NOx is purified.
[0057] In step S102, the ECU 5 starts energization of the heater 36
and the injection of fuel from the first injection valve 35. At
this time, the internal combustion engine 1 is not operated, so
there is no flow of exhaust gas. Therefore, it is suppressed that
the heat generated in the first catalyst 31 is taken by the exhaust
gas, and hence the temperature of this first catalyst 31 rises
quickly.
[0058] In step S103, the ECU 5 starts the internal combustion
engine 1. In other words, fuel is supplied to combustion chambers
of the internal combustion engine 1. Alternatively, when the
temperature of the first catalyst 31 reaches a prescribed
temperature by executing the processing of step S102, the internal
combustion engine 1 may be started. Also, alternatively, when a
prescribed period of time has elapsed after the execution of the
processing of step S101, the internal combustion engine 1 may be
started.
[0059] In step S104, the ECU 5 executes energization control on the
heater 36, and injection control on the first injection valve 35.
In this step, the heater 36 and the first injection valve 35 are
controlled by the number of engine revolutions per minute, the
engine load, and the elapsed time from the start of execution of
this step. In other words, energization of the heater 36 is carried
out, or energization of the heater 36 is stopped, or the amount of
fuel injected from the first injection valve 35 is adjusted. Here,
the amount of heat generated and the temperature in each catalyst
change according to the number of engine revolutions per minute,
the engine load, and the elapsed time from the start of this step,
so the amount of heat generation is adjusted according to these
factors. In general, the longer the elapsed time, the higher the
degree of activity of each of the oxidation catalysts becomes, so
the amount of fuel injected from the first injection valve 35 is
caused to increase. Here, the fuel injection from the first
injection valve 35 is carried out in an intermittent manner. Then,
the increase in the amount of fuel injected from the first
injection valve 35 is carried out by at least one of lengthening
the time of fuel injection and shortening the interval of
injection. Then, the heater 36 is energized in response to the
injection of fuel from the first injection valve 35. The time of
energization of the heater 36 may be made longer in accordance with
the increasing amount of fuel injection.
[0060] In step S105, the ECU 5 determines whether the temperature
of the NOx catalyst 4 is equal to or higher than the lower limit
value of the activation temperature. In other words, it is
determined whether heating by the temperature raising device 3 has
become unnecessary. In cases where an affirmative determination is
made in step S105, the routine advances to step S106, whereas in
cases where a negative determination is made, the routine returns
to step S104.
[0061] In step S106, the ECU 5 stops the energization of the heater
36 and the injection of fuel from the first injection valve 35. In
other words, the raising of the temperature of the exhaust gas by
means of the temperature raising device 3 is stopped. After this,
NOx is reduced in the NOx catalyst 4 by injecting the reducing
agent from the second injection valve 37.
[0062] Here, note that the energization of the heater 36 may be
stopped and the fuel injection from the first injection valve 35
may be stopped at the time when an amount of fuel required to
generate a necessary amount of heat has been supplied.
[0063] In addition, when fuel is injected from the first injection
valve 35 during the time the number of engine revolutions per
minute is high, the flow rate of the exhaust gas increases, so
there is a fear that the fuel may pass or sneak through the
oxidation catalysts. When the fuel passes or sneaks through the
oxidation catalysts, there is a fear that the fuel may adhere to
the NOx catalyst 4, thus decreasing the purification ability for
NOx. Accordingly, when the number of engine revolutions per minute
becomes equal to or more than a threshold value, or when the amount
of exhaust gas becomes equal to or more than a threshold value, the
energization of the heater 36 may be stopped and the fuel injection
from the first injection valve 35 may be stopped. In addition, the
amount of fuel injection may also be decreased. At this time, the
amount of energization or electric power to be supplied to the
heater 36 and the amount of fuel to be injected from the first
injection valve 35 may be adjusted according to the number of
engine revolutions per minute or the amount of exhaust gas. In
other words, the amount energization or electric power to be
supplied to the heater 36 may be decreased, and the amount of fuel
injected from the first injection valve 35 may be decreased, in
accordance with the increasing number of engine revolutions per
minute, or the increasing flow rate of exhaust gas.
[0064] Here, note that even after the temperature of the NOx
catalyst 4 has once become equal to or higher than the lower limit
value of the activation temperature, the temperature of the NOx
catalyst 4 may become lower than the lower limit value of the
activation temperature, depending on the operating state of the
internal combustion engine 1. In this case, energization of the
heater 36 and fuel injection from the first injection valve 35 are
carried out again, thereby causing the temperature of the NOx
catalyst 4 to rise.
[0065] FIG. 4 is a flow chart showing a flow for temperature
raising control on the NOx catalyst 4 after engine starting
according to this embodiment. This routine is carried out in a
repeated manner at each predetermined time interval. Here, note
that in comparison with the flow shown in FIG. 3, only step S102
and step S103 are lacking, so the explanation of this routine is
omitted.
[0066] As explained above, according to this embodiment, by the
provision of the four oxidation catalysts in which the more
downstream side they are arranged at, the larger their
cross-sectional areas become, it is possible to raise the
temperature of the NOx catalyst 4 more quickly with a small amount
of fuel. In addition, the temperature of the fourth catalyst 34 can
be raised to a high temperature, so the evaporation and dispersion
of the reducing agent can be facilitated. That is, the reducing
agent can be supplied to the NOx catalyst 4 in a uniform manner,
while causing the temperature of the NOx catalyst 4 to rise up to
the lower limit value of the activation temperature thereof in a
quick manner, so the purification ability thereof for NOx can be
enhanced.
[0067] Here, note that in this embodiment, the individual central
axes of the four oxidation catalyst are located on the central axis
of the exhaust passage 2, but the central axes of these catalysts
may be arranged out of alignment with the central axis of the
exhaust passage 2. In addition, the central axes of the individual
oxidation catalysts may not be on the same line. In other words,
the structure may be such that the exhaust gas having passed
through the inside of an upstream side oxidation catalyst and the
exhaust gas having passed through the outside thereof flow into the
following downstream side oxidation catalyst. Moreover, the guides
321, 331, 341 may be omitted.
EXPLANATION OF REFERENCE NUMERALS AND CHARACTERS
[0068] 1 Internal combustion engine [0069] 2 Exhaust passage [0070]
3 Temperature raising device [0071] 4 Occlusion reduction type NOx
catalyst [0072] 5 ECU [0073] 11 Crank angle sensor [0074] 12 Switch
[0075] 13 Second temperature sensor [0076] 14 Accelerator pedal
[0077] 15 Accelerator opening sensor [0078] 31 First catalyst
[0079] 32 Second catalyst [0080] 33 Third catalyst [0081] 34 Fourth
catalyst [0082] 35 First injection valve [0083] 36 Heater [0084] 37
Second injection valve [0085] 38 First temperature sensor
* * * * *