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Exhaust gas purification system for internal combustion engine

A technology for exhaust purification and exhaust purification devices, which is applied to internal combustion piston engines, exhaust devices, combustion engines, etc., can solve the problems of high NOx concentration and insufficient NOx purification function, and achieve the effect of stable combustion

Active Publication Date: 2016-08-17
MITSUBISHI HEAVY IND ENGINE & TURBOCHARGER LTD
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

from Figure 18 It can be seen that the NOx concentration at the outlet of the SCR is relatively high during the period when the temperature of the catalyst carrier of the SCR device reaches the activation temperature, so it can be seen that the NOx purification function of the SCR device has not been fully exerted

Method used

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  • Exhaust gas purification system for internal combustion engine
  • Exhaust gas purification system for internal combustion engine
  • Exhaust gas purification system for internal combustion engine

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Experimental program
Comparison scheme
Effect test

no. 1 approach

[0072] image 3 A is a graph showing the relationship between the timing of starting the air flow control and the combustion state of the engine in the first embodiment. image 3 B is a graph showing the relationship between the engine operating time and the temperature of the SCR catalyst carrier. Such as image 3 A and image 3 As shown in B, the operation timing control device 52 of the first embodiment performs the warm-up operation (ii) of the engine 1 while executing the injection timing control (i) after the engine 1 is started. Then, the air flow control (iii) is implemented after a predetermined time (t1) has elapsed from the start of the engine 1 .

[0073] Such as Figure 5 As shown, the above-mentioned specified time (t1) is calculated (temperature and air pressure correction) by multiplying the temperature correction coefficient and the air pressure correction coefficient by the standard time (t1'), and the standard time (t1') is calculated by using the standa...

no. 2 approach

[0080] Figure 7 A and Figure 7 B is a schematic diagram for explaining the second embodiment, Figure 7 A is a graph showing the relationship between the timing of starting the air flow control and the combustion state of the engine, Figure 7 B is a graph showing the relationship between the engine operating time, the SCR catalyst carrier temperature, and the cooling water temperature. Such as Figure 7 A and Figure 7 As shown in B, the operation timing control device 52 of the second embodiment performs the warm-up operation (ii) of the engine 1 while executing the injection timing control (i) after the engine 1 is started. Then, after the engine cooling water reaches a predetermined cooling water temperature (tw1), the air flow control (iii) is performed. The engine coolant temperature can be grasped by the above-mentioned unillustrated coolant temperature measuring device or the like.

[0081] Such as Figure 9 As shown, the above specified cooling water temperat...

no. 3 approach

[0089] Figure 11 It is a schematic diagram for explaining the third embodiment, showing the relationship between the timing of starting the air flow control and the combustion state of the engine. The operation timing control device 52 of the third embodiment performs the warm-up operation (ii) of the engine 1 while executing the injection timing control (i) after starting the engine 1 . Then, after confirming that the combustion state of the engine 1 is in the "stable combustion" state, the air flow control (iii) is performed.

[0090] Here, "stable combustion" in the present embodiment means that the combustion state of the engine 1 is in a stable state even when the air flow control (iii) is performed. That is, in Figure 11 The combustion state of the engine represented by symbol a' is not the stable combustion described in this embodiment, and the combustion state of the engine represented by symbol a can be judged as starting the stable combustion described in this em...

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Abstract

An exhaust purification system for an internal combustion engine, which ensures stable combustion of the engine and at the same time suppresses the increase in the amount of HC emissions during warm-up operation immediately after the engine is started, and seeks early temperature rise of the exhaust purification device, including: air flow control A device (50) for increasing the temperature of the exhaust gas discharged from the engine (1) by reducing the air flow supplied to the engine (1); an operation timing control device (52) for controlling the operation of the air flow control device (50) opportunity. Even if the air flow control device (50) works and the air flow provided to the engine (1) decreases, the working timing control device (52) also controls the timing of the air flow control device (50) to prevent the engine (1) from burning The state becomes unstable.

Description

technical field [0001] The present invention relates to an exhaust purification system of an internal combustion engine having exhaust purification devices such as DOC, DPF, and SCR, and specifically relates to a technology for early heating of the exhaust purification device during warm-up operation such as immediately after starting the engine. Background technique [0002] Exhaust gas purification devices such as oxidation catalysts (DOC), diesel particulate filters (DPF), and selective reduction catalysts (SCR) cannot fully perform their purification functions unless the temperature environment exceeds the specified temperature. E.g, Figure 18 In the SCR device that reduces and purifies nitrogen oxides (NOx), it shows the relationship between the SCR catalyst carrier temperature, the NOx concentration at the SCR inlet and outlet, and the engine running time. from Figure 18 It can be seen that the NOx concentration at the outlet of the SCR is relatively high until the t...

Claims

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Application Information

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Patent Type & Authority Patents(China)
IPC IPC(8): F02D41/04F01N3/18F01N3/20F01N3/24F02D41/22F02D45/00F01N3/023
CPCF01N3/023F02D35/023F02D41/0002F02D2200/0414F02D2200/703F01N3/106F01N3/2066F02D41/0255F02D41/401F02D35/024F02D35/026F02D41/0007F02D2200/021Y02A50/20Y02T10/12Y02T10/40F02D13/02
Inventor 山田哲山田知秀
Owner MITSUBISHI HEAVY IND ENGINE & TURBOCHARGER LTD