US20130180232A1 - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
- Publication number
- US20130180232A1 US20130180232A1 US13/698,913 US201013698913A US2013180232A1 US 20130180232 A1 US20130180232 A1 US 20130180232A1 US 201013698913 A US201013698913 A US 201013698913A US 2013180232 A1 US2013180232 A1 US 2013180232A1
- Authority
- US
- United States
- Prior art keywords
- catalyst
- burner
- passage
- exhaust
- fuel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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
- F01N3/103—Oxidation catalysts for HC and CO only
-
- 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
-
- 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
-
- 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
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
-
- 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
- F01N3/36—Arrangements for supply of additional fuel
-
- 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
- F01N3/38—Arrangements for igniting
-
- 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
- F01N2240/14—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 fuel burner
-
- 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
- F01N2240/20—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 flow director or deflector
-
- 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
- F01N2240/30—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 fuel reformer
-
- 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
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
-
- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
-
- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/10—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance
- F01N2610/102—Adding substances to exhaust gases the substance being heated, e.g. by heating tank or supply line of the added substance after addition to exhaust gases, e.g. by a passively or actively heated surface in the exhaust conduit
-
- 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
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/14—Arrangements for the supply of substances, e.g. conduits
- F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
-
- 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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/0601—Parameters used for exhaust control or diagnosing being estimated
-
- 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
- F01N3/0256—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 the fuel being ignited by electrical means
-
- 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
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Materials Engineering (AREA)
- Exhaust Gas After Treatment (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
An internal combustion engine according to the present invention includes an exhaust treatment device provided in an exhaust passage and a burner device provided upstream of the exhaust treatment device to raise exhaust temperature. The burner device includes a fuel addition valve configured to add fuel into the exhaust passage, a first ignition device configured to ignite the added fuel, a burner catalyst provided downstream of the first ignition device, and a second ignition device provided downstream of the burner catalyst. The burner catalyst partitions the exhaust passage into an infra-catalyst passage formed inside the burner catalyst and an extra-catalyst passage formed outside the burner catalyst. The second ignition means is positioned between the extra-catalyst passage and the exhaust treatment device. Generated soot can be combusted by the second ignition device.
Description
- The present invention relates to an internal combustion engine, and in particular, to an internal combustion engine with a burner device provided upstream of an exhaust treatment device in an exhaust passage to raise exhaust temperature.
- In an exhaust passage of an internal combustion engine, a burner device may be provided upstream of an exhaust treatment device (catalyst or the like) so that heating gas generated by the burner device can be utilized to raise exhaust temperature to heat the exhaust treatment device, thus promoting warm-up of the exhaust treatment device. The burner device typically allows appropriate ignition means to ignite and combust fuel added, into the exhaust passage. Furthermore, the burner device may include a burner catalyst located downstream of the ignition means to oxidize added, fuel.
-
Patent Document 1 discloses that a small-sized oxidation catalyst and a fuel supply valve are arranged upstream of an exhaust purification catalyst so that when fuel is supplied to the small-sized oxidation catalyst via the fuel supply valve, part of the supplied fuel is allowed to flow into the exhaust purification catalyst through the side of the small oxidation catalyst. - In the burner device, for example, inappropriate mixture of added fuel and exhaust gas (particularly oxygen contained in the exhaust gas) may cause incomplete combustion, or a misfire, resulting in a relatively large amount of soot. If no measures are taken against such soot, various problems may occur such as blockage, of the exhaust treatment device, located downstream of the burner device.
- Thus, an object of the present invention is to provide an internal combustion engine with a burner device that enables the amount of soot discharged to be suppressed.
- PTL 1: Japanese Patent Laid-Open No. 2009-156164
- An aspect of the present invention provides an internal combustion engine comprising an exhaust treatment device provided in an exhaust passage and a burner device provided upstream of the exhaust treatment, device to raise exhaust temperature, the internal combustion engine being characterized in that:
- the burner device includes a fuel addition valve configured to add fuel into the exhaust passage, first ignition means for igniting the fuel added through the fuel addition valve, a burner catalyst provided downstream of the first ignition means, and second ignition means provided downstream of the burner catalyst,
- the burner catalyst is formed to occupy a part of a cross section of the exhaust passage, thus partitioning the exhaust passage into an intra-catalyst passage formed inside the burner catalyst and an extra-catalyst passage formed outside the burner catalyst, and
- the second ignition means is positioned between the extra-catalyst passage and the exhaust treatment device in an axial direction of the exhaust passage.
- According to this aspect, even it soot is generated by insufficient ignition by the first ignition means, exhaust gas containing the soot, can be re-ignited and combusted by the second ignition means. Hence, the amount, of soot discharged from the burner device can be suppressed.
- Preferably, the second ignition means is positioned near an outlet of the extra-catalyst passage.
- Preferably, the second ignition means is positioned inside an extended area obtained by extending the extra-catalyst passage downstream along the axial direction of the exhaust passage.
- Preferably, the burner catalyst is formed to contact an inner circumferential surface of the exhaust passage and includes at least one through-hole penetrating the burner catalyst in the axial direction of the exhaust passage, and the through-hole forms the extra-catalyst passage.
- Preferably, the at least one through-hole is formed in a central portion of the burner catalyst, and the burner device is thus annularly formed.
- Preferably, a plurality of the through-holes are formed at respective predetermined positions of the burner catalyst.
- Preferably, the burner catalyst is positioned at a distance from the inner circumferential surface of the exhaust passage, and the annular extra-catalyst passage is formed radially outside the burner catalyst.
- Preferably, the internal combustion engine comprises acquisition means for acquiring a temperature of the exhaust processing device, and control means for controlling the fuel addition valve, the first, ignition means, and the second ignition means based on the temperature acquired by the acquisition means, and the control means activates the fuel addition valve, the first ignition means, and the second ignition means when the acquired temperature is within a predetermined first temperature range, and activates the fuel addition valve and the second ignition means while inactivating the first ignition means when the acquired temperature is within a predetermined second temperature range higher than the first temperature range.
- Preferably, the exhaust treatment device comprises an oxidation catalyst.
- The present invention is very effective for suppressing the amount of soot discharged from the burner device.
-
FIG. 1 is a schematic side view of an internal combustion engine according to an embodiment of the present invention; -
FIG. 2 is a vertically sectional side view showing a burner device; -
FIG. 3 is a vertically sectional front view of the burner device as seen from an upstream side; -
FIG. 4 is a time chart illustrating variation in the temperature of an oxidation catalyst and in engine rotation speed which variation is observed after cold start; -
FIG. 5 is a flowchart for control of the burner device; -
FIG. 6 is a vertically sectional side view of a first modification; -
FIG. 7 is a vertically sectional front, view of the first modification; -
FIG. 8 is a vertically sectional side view of a second modification; and -
FIG. 9 is a vertically sectional front view of the second modification. - Preferred embodiments of the present invention will be described below in detail. However, the embodiments of the present invention are not limited to those described below. It should be noted that the present invention includes any variations and applications embraced by the concepts of the present invention defined by the claims. The sizes, materials, shapes, relative arrangements, and the like of the components described in the embodiments are not intended to limit the technical scope of the present invention to those unless otherwise specified.
-
FIG. 1 schematically shows the configuration of an enginemain body 1 and an intake and exhaust system according to an embodiment, The enginemain body 1 forms a four-cylinder, four-cycle diesel engine mounted in a vehicle. Anintake pipe 2 and anexhaust pipe 3 are connected to the enginemain body 1. Theintake pipe 2 and theexhaust pipe 3 define an intake passage and an exhaust passage, respectively. Anair flowmeter 4 is provided in the middle of theintake pipe 2 to output a signal corresponding to the flow rate of intake air flowing through theintake pipe 2. The air flow meter detects the amount of intake air flowing into the enginemain body 1 per unit time (that is, the intake flow rate). The enginemain body 1 includes a plurality of cylinders each with an intra-cylinder fuel injection valve 9. However,FIG. 1 shows only a single intra-cylinder fuel injection valve 9. - A terminal of the
exhaust pipe 3 is connected to a muffler (not shown in the drawings). The exhaust is open to the air at an outlet of the muffler. An oxidation catalyst 6 and a particulate filter (DPF) 26 are arranged in series in this order from the upstream side. - The oxidation catalyst 6 allows unearned components such as HC and CO to react with)) O2 to obtain CO, CO2, H2O, and the like. For example, Pt/CeO2/Mn/CeO2, Fe/CeO2, Ni/CeO2, or Cu/CeO2 may be used as a catalyst material. The
DPF 26 is configured to collect particulates (PM) such as soot in exhaust gas. The DPF 26 in the present embodiment carries a catalyst formed of rare metal and is a continuous recovery type that enables collected particulates to be continuously oxidized and combusted, - In addition, to the oxidation catalyst 6 and the
DPF 26, an NOx catalyst is preferably provided to purify NOx (nitrogen oxide) in the exhaust gas. Preferably, the NOx catalyst is arranged downstream of theDPF 26. in a spark, ignited internal combustion engine (gasoline engine), a ternary catalyst is preferably provided in the exhaust passage. The oxidation catalyst 6, theDPF 26, the NOx catalyst, and the ternary catalyst correspond to an exhaust treatment device according to the present invention. - The NOx catalyst may be a NOx storage reduction (NSR) catalyst. In this case, the NOx catalyst functions to store NOx when inflow exhaust gas has a high concentration of oxygen and to reduce the stored NOx when the inflow exhaust gas a low concentration of oxygen and when a reduction component (for example, HC) is present. The NOx catalyst includes a base material formed of an oxide such as alumina Al2O3 and containing rare metal such as platinum Pt and an NOx absorption component both carried on the surface thereof; the rare metal serves as a catalytic component. The NOx absorption component is formed of at least one component selected from a group including, for example, alkali metal such as potassium K, sodium Na, lithium L, and cesium Cs, alkali earth such as barium lie and calcium Ca, and rare earth such as lanthanum La and yttrium Y. Alternatively, the NOx catalyst may be a selective catalytic reaction (SOR) NOx catalyst.
- A
burner device 30 is arranged upstream of the oxidation catalyst 6 in theexhaust pipe 3, Theburner device 30 includes afuel addition valve 1, and afirst glow plug 21 serving as first ignition means or a first ignition device. Theburner device 30 also includes aburner catalyst 8 and animpact plate 20. Theburner device 30 further includes a second aglow plug 22 serving as second ignition means or a second ignition device. - The
burner device 30 is arranged downstream of a junction of exhaust manifolds (not shown in the drawings) connected to the engine main,body 1. A turbocharger may be provided downstream of the junction of the exhaust manifolds. In this case, theburner device 30 is provided downstream of the turbocharger and upstream of the oxidation catalyst 6. -
FIG. 2 andFIG. 3 show the configuration of theburner device 30 in detail. InFIG. 2 , black arrows indicate the direction of flow of exhaust gas. The upstream side is hereinafter sometimes referred as “forward”. The downstream side is hereinafter sometimes referred as “backward”. - As shown in
FIG. 2 andFIG. 3 , thefuel addition valve 7 can add or inject liquid fuel (light oil) F into theexhaust pipe 3. Thefuel addition valve 7 includes asingle injection hole 7 a. Alternatively, a plurality of injection boles may e formed. - The
fuel addition valve 7 is fixed to avalve attachment boss 11 mounted on an outer surface portion of theexhaust pipe 3 by being Inserted info thevalve attachment boss 11 perpendicularly to the axial direction of theexhaust pipe 3. A coolingwater passage 12 is defined inside thevalve attachment boss 11 so that, cooling water serving to cool fuel inside thefuel addition valve 7 flows through the coolingwater passage 12. Theexhaust pipe 3 includes avalve hole 13 formed therein and through which fuel injected through thefuel addition valve 7 is passed. - The
first glow plug 21 is installed such that afirst heating portion 21 a provided at a leading end thereof is positioned slightly downstream of the fuel,addition valve 7 and upstream of theburner catalyst 8. Thefirst glow plug 21 is connected to a vehicle-mounted AC power source via a booster circuit, (not shown in the drawings). When thefirst glow plug 21 is energized, thefirst heating portion 21 a of thefirst glow plug 21 generates heat. The heat generated by thefirst heating portion 21 a causes the fuel F added through thefuel addition valve 7 to be ignited to generate flames. Part of the added fuel comes into direct contact with thefirst heating portion 21 a and is thus ignited, Available ignition means is another device such as a ceramic heater or a spark plug, particularly an electrical heating or spark ignition device. - The
first glow plug 21 is fixed to the firstplug attachment boss 14 mounted on the outer surface portion of theexhaust pipe 3, by being inserted from the side of theexhaust pipe 3 into the firstplug attachment boss 14 perpendicularly to the axial direction of theexhaust plug 3 and the axial direction of thefuel addition valve 7. Thefirst glow plug 21 projects into theexhaust pipe 3 through a hole in theexhaust pipe 3. - The
burner catalyst 8 is provided downstream of thefirst glow plug 21 to oxidize and reform the fuel, added through thefuel addition valve 7. Theburner catalyst 8 may be an oxidation catalyst formed of, for example, a carrier made of zeolite and carrying rhodium or the like. - The fuel F supplied to the
burner catalyst 8 is oxidized therein provided that theburner catalyst 8 has already been activated. The resulting oxidation reaction heat increases the temperature of theburner catalyst 8. This enables an increase in the temperature of exhaust gas passing theburner catalyst 8. - Furthermore, the increased temperature of the
burner catalyst 8 causes hydrocarbon in the fuel having a large carbon number to be decomposed, resulting in very reactive hydrocarbon with a reduced carbon number. Thus, the fuel is reformed to have an improved reactivity. - In other words, the
burner catalyst 8 forms a rapid heater that generates heat rapidly on one hand and forms a reformed fuel discharger that discharges the reformed fuel on the other hand. - The
impact plate 20 is fixed by being inserted into the plug attachment boss M and projects into theexhaust pipe 3 through a hole in theexhaust pipe 3. Theimpact plate 20 may be formed of a material, such as SOS which is excellent in heat resistance and impact resistance. Theimpact plate 20 in the present embodiment is rectangular. TheImpact plate 20 is arranged in proximity to and slightly below thefirst heating portion 21 a. Thefirst glow plug 21 and theimpact plug 20 are inserted from the side of the upper part of theexhaust pipe 3 and extended parallel to each other and linearly in a Horizontal direction. - As shown in
FIG. 2 andFIG. 3 , thefuel addition valve 7 injects the fuel F obliquely downward toward thefirst heating portion 21 a and theimpact plate 20 so as to allow the fuel the fuel F to flow slightly downstream. The injected fuel F has a predetermined angle of spray to form a conical fuel path. Thefirst heating portion 21 a and theimpact plate 20 are arranged in the middle of the fuel path. - Part, of the added fuel F impacts the
first heating portion 21 a and theimpact plate 20. The remaining part of the fuel F passes by thefirst heating portion 21 a and theimpact plate 20. In particular, theimpact plate 20, impacted by the fuel F, promotes atomization and spraying of the fuel, while feeding the fuel bouncing off theimpact plate 20 to thefirst heating portion 21 a, This in turn promotes the ignition of thefirst glow plug 21. - On the other hand, the fuel having passed by the
first heating portion 21 a and theimpact plate 20 is combusted by the flames resulting from the ignition or introduced into theburner catalyst 8 for oxidation and reformation without being combusted. - Thus, the
burner device 30 generates hot heating gas with flames. The heating gas is mixed with supplied exhaust gas to raise the exhaust temperature. The exhaust gas with the raised temperature is fed to the oxidation catalyst 6 and theDPF 26 to promote the warm-up and activation of thereof. - In the
burner device 30 according to the present - embodiment, a
second glow plug 22 is further provided downstream of theburner catalyst 8. The second,glow plug 22 is configured similarly to thefirst glow plug 21 and includes asecond heating portion 22 a at a leading end thereof. Thesecond glow plug 22 is also fixed to a secondplug attachment boss 15 mounted on the outer surface portion of theexhaust pipe 3, by being inserted from the side of theexhaust pipe 3 into the firstplug attachment boss 14 perpendicularly to the axial direction of theexhaust plug 3 and the axial direction of thefuel addition valve 7. Thesecond glow plug 22 projects into theexhaust pipe 3 through a hole in theexhaust pipe 3. - Now, the
burner catalyst 8 will be described in further detail. Theburner catalyst 8 is formed to occupy a part of the cross section of the exhaust passage. More specifically, theburner catalyst 8 is formed to contact the entire inner circumferential,surface 3 a of theexhaust pipe 3, Theburner catalyst 8 includes one through-hole, that is, a center hole 13 a, formed in a central portion thereof so as to penetrate theburner catalyst 8 in the axial direction of theexhaust pipe 3. Thus, theburner catalyst 8 is annularly formed and partitions the exhaust passage in theexhaust pipe 3 into infra-catalyst passages 6 formed inside theburner catalyst 8 and anextra-catalyst passage 17 formed outside theburner catalyst 8. Thecenter hole 8 a is defined by an inner pipe 15 b fixed to an inner circumferential surface portion of theburner catalyst 8. - As shown in
FIG. 3 , theexhaust pipe 3 has a circular cross section. Theburner catalyst 8 has an annular or donut-shaped cross section. Theexhaust pipe 3 and theburner catalyst 8 are coaxially arranged. Theburner catalyst 8 is what is called a straight flow type including a plurality of cells extending linearly from an upstream end to a downstream end. The individual, cells form theintra-catalyst passages 16. - On the other hand, as seen in
FIG. 1 andFIG. 2 , the second glow plug 22 (particularly thesecond heating portion 22 a) is positioned between theextra-catalyst passage 17 and the oxidation catalyst 6 in the axial direction of theexhaust pipe 3. In particular, thesecond glow plug 22 is positioned near an outlet of theextra-catalyst passage 17. Furthermore, thesecond glow plug 22 is positioned inside anextended area 18 obtained by extending theextra-catalyst passage 17 downstream along the axial direction of theexhaust pipe 3. Thus, thesecond heating portion 22 a is positioned immediately behind theextra-catalyst passage 17 as seen from the upstream side as shown inFIG. 3 . - As shown in
FIG. 2 andFIG. 3 , thefirst glow plug 21 is positioned almost at the same height as that of the uppermost portion of theburner catalyst 8. On the other hand, thesecond glow plug 22 is positioned almost at the same height as that, of the lowermost portion of thecenter hole 8 a. - As shown in
FIG. 1 , the enginemain body 1 is provided with an electronic control unit (hereinafter referred to as an ECU) 10 configured to control, various devices in accordance with the operation status of the enginemain body 1, a driver's request, or the like. TheECU 10 includes a CPU configured to execute various arithmetic operations concerning engine control, a ROM in which programs and data required for the control are stored, a RAM in which the results of arithmetic operations by the CPU are temporarily stored, and an I/O port through which signals from an external device are input and through which signals are output to the external device. - The
ECU 10 connects not only to theair flow meter 4 described above but also to various sensors via electric wiring; the sensors include acrank angle sensor 24 configured to detect the crank, angle of the enginemain body 1, an acceleratoropening degree sensor 25 configured to output an electric signal corresponding to the opening degree of an accelerator, and atemperature sensor 27 configured to detect the temperature of the oxidation catalyst 6. Output signals from the sensors are input to theECU 10. Furthermore, theECU 10 connects to various devices via electric wiring; the devices include the intra-cylinder fuel injection valve 9, thefuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22. The devices are controlled by theECU 10. TheECU 10 can detect the intake air amount based on an output value from theair flow meter 4 and detect an engine rotation speed based on an output value from thecrank angle sensor 24. The ECU can further detect a demand load on the enginemain body 1 based on an output value from the acceleratoropening degree sensor 25. - In the present embodiment, when temperature increase control using the
burner device 30 is performed, theECU 10 appropriately activates thefuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22. That is, theECU 10 appropriately drivingly opens (turns on) thefuel addition valve 7 to allow the fuel to be appropriately injected through thefuel addition valve 7. Furthermore, theECU 10 appropriately energizes (turns on) the first glow plug and thesecond glow plug 22 to achieve a sufficiently high temperature. - As described above, in the burner device, for example, inappropriate mixture of the added fuel and the exhaust gas (particularly the oxygen contained in the exhaust gas) may cause incomplete combustion or a misfire, resulting in a relatively large amount of soot. If no measures are taken against such, soot, various problem a may occur such as blockage of the exhaust treatment device, located downstream.
- In particular, generated soot attaches to the inner circumferential surface of the
exhaust pipe 3 to reduce the area of the exhaust passage. Furthermore, soot deposits early on theDPF 26, causing a recovery process for recovering the DPF 26 (for example, exhaust gas is made richer by allowing the fuel to be injected through the intra-cylinder fuel injection valve 9 or the fuel addition valve 7) to be frequently carried out. This increases fuel consumption. Moreover, the soot blocks the oxidation catalyst 6 and theDPF 26 to increase back pressure, thus reducing engine torque. - Thus, in the present embodiment adopts a configuration described below in order to suppress the amount of soot discharged from the
burner device 30. - First, the
first glow plug 21 is turned on to add the fuel through thefuel addition valve 7. Then, the added fuel is ignited by thefirst glow plug 21 to generate flames. The flames progress in the direction of flow of exhaust gas and pass through the uppermost portion of the burner catalyst 8 (intra-catalyst passages 16). Furthermore, the flames spread into theexhaust pipe 3 and then pass through thecenter hole 8 a (extra-catalyst passage 17) and the whole inside of theburner catalyst 8 in the direction of flow of exhaust gas. - At this time, the flame passing through the
center hole 8 a is faster than that passing through the inside of theburner catalyst 8, and the former passes through theburner catalyst 8 faster than the latter, because pressure loss (resistance) is greater in theintra-catalyst passages 16 than in theextra-catalyst passage 17. This difference in speed causes the flames and the exhaust gas to be stirred and mixed immediately after theburner catalyst 8. - However, for example, inappropriate mixture of the added fuel and the exhaust gas (particularly the oxygen contained in the exhaust gas) at the position of the
first glow plug 21 may cause insufficient ignition and flame generation in thefirst glow plug 21, leading to what is called incomplete combustion, Then, rather than the flames, exhaust gas with soot and unburned fuel mixed therein passes through thecenter hole 8 a at a relatively high speed and a relatively high flow rate. - Thus, turning on the
second glow plug 22 allows the exhaust gas with the soot and the unburned fuel mixed therein to be reignited and combusted. Then, the exhaust gas having passed through the inside of theburner catalyst 8 can be reignited and similarly combusted by the flames resulting from the combustion as well as the mixture based on the difference in speed. - Thus, even if the ignition and flame generation by the
first glow plug 21 are insufficient, thesecond glow plug 22 enables re-ignition and re-combustion, allowing the amount of soot discharged from theburner device 30 to be suppressed. Furthermore, the adverse effect of soot on the oxidation catalyst 6, located downstream of theburner device 30, can be avoided. Moreover, the added fuel can be sufficiently combusted on the upstream side of the oxidation catalyst 6. Thus, the performance of theburner device 30 can be improved, promoting the capability of warming up the oxidation catalyst 6 and the like. Additionally, the amount of HC and CO discharged to the atmosphere can be suppressed. - In this aspect, the
second glow plug 22 is suitably positioned near the outlet of theextra-catalyst passage 17. This is because the exhaust gas discharged from theextra-catalyst passage 17 can be immediately ignited. Furthermore, thesecond glow plug 22 is suitably positioned inside the extendedarea 18. This is because the exhaust gas discharged from theextra-catalyst passage 17 tends to flow through the extendedarea 18. - In the present embodiment, the
second glow plug 22 is arranged opposite thefirst glow plug 21 across the center of theexhaust pipe 3 in a diametrical direction of theexhaust pipe 3. Thus, thesecond glow plug 22 can be arranged at a location where combustion is unlikely to occur and where soot, is likely to be generated. Hence, the soot can be suitably reignited and combusted. - On the other hand, the present embodiment exerts the following effects. That is, when exhaust gas with soot and unburned fuel mixed therein flows through the
center hole 8 a at a higher flow rate than inside the burner catalyst, more soot is collected on the inner wall of thecenter hole 8 a (that is, the inner circumferential surface of theinner pipe 8 b) than inside the burner catalyst. However, the collected soot can be combusted by heat generated when theburner catalyst 8 becomes hot. Theburner catalyst 8 is at a high temperature of at least 800° C. when theburner device 30 is operated. Thus, when theburner catalyst 8 is at such a high temperature, the soot collected on the inner wall of thecenter hole 8 a can be heated and combusted. Also in this regard, the amount of soot discharged from theburner device 30 can be suppressed. - When the
burner catalyst 8 is at such a high temperature, the soot collected inside theburner catalyst 8 can be combusted by heat from theburner catalyst 8 itself. - Now, control of the
burner device 30 will be describedFIG. 4 illustrates variation in the temperature Tc of the oxidation catalyst 6 (floor temperature) and in engine rotation speed No which variation is observed since cold start of a vehicle with the engine mounted therein. - As shown in
FIG. 4 , as time elapses from t0 when the engine is started, the vehicle and the engine repeat acceleration and deceleration. The catalyst temperature Tc generally rises. At this time, before the oxidation catalyst 6 is activated, that is, before the oxidation catalyst 6 reaches an activating temperature, theburner device 30 is activated. - A basic prerequisite for activation of the
burner device 30 is establishment of the conditions (1) and (2). - (1) The temperature Tc of the oxidation catalyst 6 is equal to or lower than a predetermined minimum activating temperature Tc3. For example, Tc3-200° C.,
- (2) The engine is carrying out deceleration fuel cut (F/C) or is operating idly.
- In (2), the condition to be met is that the engine is deceleration fuel cut. This is because the exhaust gas supplied to the
burner device 30 has a high concentration of oxygen (only air) and can thus be easily combusted and because at this time, the exhaust temperature is low, serving to lower the temperature Tc of the oxidation catalyst 6. Moreover, the flow rate of the exhaust gas is relatively low, making ignition relatively easy. - The other condition to be met is that the engine is operating idly. This is also because the exhaust gas supplied to the
burner device 30 has a high concentration of oxygen and because the exhaust temperature is low, serving to lower the temperature Tc of the oxidation catalyst 6. Moreover, the flow rate of the exhaust gas is low, making ignition easy. - On the other hand, when the catalyst temperature T is equal to or lower than the minimum, activating temperature Tc3, the amount of soot generated tends to increase with decreasing catalyst temperature Tc and to decrease with increasing catalyst temperature Tc.
- Thus, in view of this tendency, when the catalyst temperature Tc is within a low temperature-side predetermined first temperature range Tc1<Tc≦Tc2, the
fuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22 are turned on, that is, activated. Thus, the added fuel is positively ignited and combusted by thefirst glow plug 21, with the resultant soot combusted by thesecond glow plug 22. For example, Tc1=100° C. and Tc2=150° C. - On the other hand, when the catalyst temperature Tc is within a high temperature-side predetermined second temperature range Tc2≦Tc≦Tc3, the
fuel addition valve 7 and thesecond glow plug 22 are turned on, that is, activated, while thefirst glow plug 21 is inactivated. Thus, the added fuel is utilized rather for reformation in theburner catalyst 8. The added fuel is then fully oxidized and combusted by the oxidation catalyst 6, having a larger capacity than theburner catalyst 8. Furthermore, the added fuel is ignited only by thesecond glow plug 22. - When the catalyst temperature Tc is lower than the first temperature range Tc1≦Tc≦Tc2, the
fuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22 are all turned off. This is because at this time, no satisfactory results are obtained by activating theburner device 30. -
FIG. 5 Illustrates a flowchart of a routine for the - control of the
burner device 30. The routine is repeatedly carried out by theECU 10 for every predetermined arithmetic period (for example, every 16 msec). - First, in step S101, the
ECU 10 determines whether or not the engine is carrying out deceleration fuel cut (F/C). For example, theECU 10 determines that the engine Is carrying out deceleration fuel cut, for example, when 1) an accelerator opening degree Ac detected by the acceleratoropening degree sensor 25 is indicative of a substantially fully open state and when 2) an engine rotation speed Ne calculated based on an output from thecrank angle sensor 24 is slightly greater than a predetermined target idle rotation speed, If the result of the determination is Yes, theFCU 10 proceeds to step S103. - On the other hand, if the result of the determination is No, the
ECU 10 proceeds to S102 to determine whether or not the engine is operating idly. If the result of the determination is Yes, theECU 10 proceeds to step S103. If the result of the determination is No, theECU 10 proceeds to step S107. - In step S103, the
ECU 10 determines whether or not the temperature Tc of the oxidation catalyst 6 detected by thetemperature sensor 27 is within the low temperature-side first temperature range Tc1<Tc≦Tc2. If the result of the determination is Yes, the ECU proceeds to step S104 to turn on all. of thefuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22. Thus, the routine is ended. - On the other hand, if the result of the determination is No, the
ECU 10 proceeds to step S105 to determine whether or not the detected catalyst temperature Tc is within the high temperature-side second temperature range tc2<Tc≦Tc3. If the result of the determination is Yes, the ECU proceeds to step S106 to turn on thefuel addition valve 7 and thesecond glow plug 22, while turning off thefirst glow plug 21. Thus, the routine is ended. - On the other hand, if the result of the determination is No, the
ECU 10 proceeds to step S107 to turn off all of thefuel addition valve 7, thefirst glow plug 21, and thesecond glow plug 22. That is, theburner device 30 is inactivated. Thus, the routine is ended. - Now, another embodiment will be described. The same components of the present embodiment, as those of the above-described embodiment (hereinafter referred to as the basic embodiment) are denoted by the same reference numerals and will not be described below. Mainly differences from the basic embodiment will be described below.
-
FIG. 6 and FIG.. 7 show a first modification. The first modification is different from the basic embodiment only in the configuration of the burner catalyst and the arrangement of the second glow plug. - A
burner catalyst 8A is formed to occupy a part of the cross section of the exhaust passage. More specifically, theburner catalyst 8A is formed to contact the entire innercircumferential surface 3 a of theexhaust pipe 3. Theburner catalyst 8A includes a plurality of through-holes penetrating theburner catalyst 8A in the axial direction of theexhaust pipe 3, that is, a plurality of outercircumferential holes 8 aA at the respective plural positions. Thus, theburner catalyst 8A is partitioned into theintra-catalyst passages 16 formed inside theburner catalyst 8A and theextra-catalyst passages 17 formed outside theburner catalyst 8A. - Four outer
circumferential holes 8 aA are formed on the outer circumferential side of theburner catalyst 8A at equal intervals in a circumferential direction. The outercircumferential holes 8 aA are positioned at a right position, a left position, a top position, and a bottom position, respectively, in theburner catalyst 8 as seen in a front view shown inFIG. 7 . Each of the outercircumferential holes 8 aA is defined by aninner pipe 8 bA fixed to theburner catalyst 8A so as to form an extra-catalyst passage IV. As shown inFIG. 7 , the outercircumferential hole 8 aA at the top position is located immediately below theheating portion 21 a. of thefirst glow plug 21. - On the other hand, the
second glow plug 22 is arranged such that thesecond heating portion 22 a thereof is located immediately below the outercircumferential hole 8 aA at the bottom position. Thus, the second glow plug 22 (particularly thesecond heating portion 22 a thereof) is positioned between the oxidation catalyst 6 and theextra-catalyst passages 17 in the axial direction of theexhaust pipe 3 and near the outlet of theextra-catalyst passage 17 formed of the bottom outercircumferential hole 8 aA. Thesecond glow plug 22 is further positioned inside the extendedarea 18 obtained by extending theextra-catalyst passages 17 downstream along the axial direction of theexhaust pipe 3. Furthermore, thesecond glow plug 22 is arranged opposite the first,glow plug 21 across the center of theexhaust pipe 3 in the diametrical direction of theexhaust pipe 3. - The effects and control, method of the first modification are similar to those of the basic embodiment. Thus, the first modification can suitably suppress the amount of soot discharged from the
burner device 30. -
FIG. 8 andFIG. 9 show a second modification. The second modification is also different from the basic embodiment only in the configuration of the burner catalyst and the arrangement of the second glow plug. - A
burner catalyst 8B is configured to term a double pipe with theexhaust pipe 3. Theburner catalyst 8B has a diameter smaller than the inner diameter of theexhaust pipe 3. Theburner catalyst 8B is coaxially arranged in theexhaust pipe 3. Thus, theburner catalyst 8B Is positioned away from the innercircumferential surface 3 a of theexhaust pipe 3. The annularextra-catalyst passage 17 is formed radially outside theburner catalyst 8 b. Acylindrical casing 8 c is fixed on the outer circumferential surface portion of theburner catalyst 8B. The casing Hc is supported in theexhaust pipe 3 by a plurality of radially arranged stays 19. - The
burner catalyst 8B includes anapproach plate 23 projecting upstream. Theapproach plate 23 is mounted on the lower half of a front end of thecasing 8 c. Theapproach plate 23 projects upstream from thecasing 8 c and is thus formed like a gutter with a semicircular cross section. Like thecasing 8 c, theapproach plate 23 is supported in theexhaust pipe 3 by the plurality of radially arranged stays 19. Theapproach plate 23 receives the added fuel F having passed by thefirst glow plug 21 and theimpact plate 20. Theapproach plate 23 then introduces and guides the added fuel F into theburner catalyst 8B, while utilizing the flow of exhaust gas. - The
first heating portion 21 a of thefirst glow plug 21 is positioned in front of the extra-catalyst,passage 17 positioned over the uppermost portion of theburner catalyst 8B (thisextra-catalyst passage 17 is hereinafter referred to as the uppermostextra-catalyst passage 17 a). On the other hand, thesecond heating portion 22 a of thesecond glow plug 22 is positioned immediately below the upper half of theburner catalyst 8B. That is, thesecond heating portion 22 a of thesecond glow plug 22 is positioned on the same side as that of thefirst glow plug 21 in the diametrical direction of theexhaust pipe 3 and with respect to the center of theexhaust pipe 3. Thus, the second glow plug 22 (particularly thesecond heating portion 22 a thereof) is positioned between the oxidation catalyst 6 and theextra-catalyst passages 17 in the axial direction of theexhaust pipe 3 and near the outlet of the uppermostextra-catalyst passage 17 a. - The effects and control, method of the second, modification are similar to those of the basic embodiment. In particular, this configuration allows flames resulting from ignition of the
first glow plug 21 to flow most positively through the uppermostextra-catalyst passage 17 a. During incomplete combustion, soot also flows most positively through the uppermostextra-catalyst passage 17 a, On the other hand, thesecond heating portion 22 a of thesecond glow plug 22 is positioned near the outlet, of the uppermostextra-catalyst passage 17 a and immediately behind theburner catalyst 8B. hence, soot exiting the uppermostextra-catalyst passage 17 a can be positively combusted by thesecond glow plug 22, also utilizing reformed fuel exiting theburner catalyst 8B. Thus, the amount of soot from theburner device 30 can be suitably suppressed. - In the second modification, t lie position of the
-
second glow plug 22 may be changed such that thesecond glow plug 22 is located higher with thesecond heating portion 22 a positioned immediately below the uppermostextra-catalyst passage 17 a. In this and any oilier case, thesecond heating portion 22 a of thesecond glow plug 22 may be positioned inside; theextended area 18 obtained by extending theextra-catalyst passages 17 downstream along the axial direction of theexhaust pipe 3. - The preferred embodiments of the present invention have been described in detail. However, in the present invention, various other embodiments are possible. For example, in the above-described embodiments, the temperature of the oxidation catalyst 6 serving as an exhaust treatment device is detected directly by the
temperature sensor 27. However, theECU 10 may estimate the temperature of the oxidation catalyst 6 based on the engine operation status. The detection and the estimation are collectively referred to as the “acquisition”. The above-described numerical, values, shapes, and the like are illustrative and may be optionally changed. For example, at least one of the burner catalyst and the exhaust pipe may be noncircular, for example, elliptical or oval in cross section. The types and arrangement sequence of the exhaust treatment devices present downstream of the burner device are optional. The application, form, and the like of the internal combustion engine are also optional. The internal combustion engine is not limited to the vehicle mounted type or the like. - The present Invention has been described specifically to some degree. However, it should be appreciated that various alterations and changes may be made to the present invention without departing from the spirit and scope of the claimed invention. The embodiments of the present, invention are not limited to those described above but includes any modifications and applications embraced by the concepts of the present invention defined by the claims thereof. Thus, the present invention, should not be interpreted in a limited manner but is applicable to any other technique belonging to the scope of the concepts of the present invention.
Claims (9)
1. An Interned combustion engine comprising an exhaust treatment device provided in an exhaust passage and a burner device provided upstream of the exhaust treatment device to raise exhaust temperature, the internal combustion engine being characterized in that:
the burner device includes a fuel addition valve configured to add fuel into the exhaust passage, first ignition means for igniting the fuel added through the fuel addition valve, a burner catalyst provided downstream of the first ignition means, and second ignition means provided downstream of the burner catalyst,
the burner catalyst is formed to occupy a part of a cross section of the exhaust passage, thus partitioning the exhaust passage into an intra-catalyst passage formed inside the burner catalyst and an extra-catalyst passage formed outside the burner catalyst, and
the second ignition means is positioned between the extra-catalyst passage and the exhaust treatment device in an axial direction of the exhaust passage.
2. The internal combustion engine according to claim 1 , characterized in that the second ignition means is positioned near an outlet, of the extra-catalyst passage.
3. The internal combustion engine according to claim 1 or 2 , characterized in that the second ignition means is positioned inside an extended area obtained by extending the extra-catalyst passage downstream along the axial direction of the exhaust passage.
4. The internal combustion engine according to any one of claims 1 to 3 , characterized in that the burner catalyst is formed to contact an inner circumferential surface of the exhaust passage and includes at least one through-hole penetrating the burner catalyst in the axial direction of the exhaust passage, and the through-hole forms the extra-catalyst passage.
5. The internal combustion engine according to claim 4 , characterized in that the at least one through-hole is formed in a central portion of the burner catalyst, and the burner device is thus annularly formed.
6. The internal, combustion engine according to claim 4 , characterized in that a plurality of the through-holes are formed at respective predetermined positions of the burner catalyst.
7. The internal combustion engine according to any one of claims 1 to 3 , characterized in that the burner catalyst is positioned at a distance from the inner circumferential surface of the exhaust passage, and the annular extra-catalyst passage is formed radially outside the burner catalyst.
8. The internal combustion engine according to any one of claims 1 to 7 , characterized by comprising:
acquisition means for acquiring a temperature of the exhaust processing device; and
control means for controlling the fuel addition valve, the first ignition moans, and the second ignition means based on the temperature acquired by the acquisition means, and
in that the control means activates the fuel addition valve, the first ignition means, and the second ignition means when the acquired temperature is within a predetermined first temperature range, and activates the fuel addition valve and the second ignition means while inactivating the first ignition means when the acquired temperature is within a predetermined second temperature range higher than the first temperature ranges.
9. The internal combustion engine according to any one of claims 1 to 8 , characterized in that the exhaust treatment device comprises an oxidation catalyst.
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2010/003392 WO2011145143A1 (en) | 2010-05-20 | 2010-05-20 | Internal combustion engine |
Publications (1)
Publication Number | Publication Date |
---|---|
US20130180232A1 true US20130180232A1 (en) | 2013-07-18 |
Family
ID=44991271
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/698,913 Abandoned US20130180232A1 (en) | 2010-05-20 | 2010-05-20 | Internal combustion engine |
Country Status (5)
Country | Link |
---|---|
US (1) | US20130180232A1 (en) |
EP (1) | EP2573351A4 (en) |
JP (1) | JP5120503B2 (en) |
CN (1) | CN102892990A (en) |
WO (1) | WO2011145143A1 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130186074A1 (en) * | 2010-07-07 | 2013-07-25 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
US10024294B2 (en) * | 2015-05-29 | 2018-07-17 | Nissan Motor Co., Ltd. | Control device for internal combustion engine for vehicle |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2013102947A1 (en) * | 2012-01-04 | 2013-07-11 | トヨタ自動車株式会社 | Exhaust-heating method |
RU2578254C1 (en) * | 2012-01-27 | 2016-03-27 | Тойота Дзидося Кабусики Кайся | Ice control device |
FR3014136B1 (en) * | 2013-12-03 | 2018-04-20 | Faurecia Systemes D'echappement | REDUCER INJECTION DEVICE AND CORRESPONDING EXHAUST LINE |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5771683A (en) * | 1995-08-30 | 1998-06-30 | Southwest Research Institute | Active porous medium aftertreatment control system |
JP2006112401A (en) * | 2004-10-18 | 2006-04-27 | Denso Corp | Catalyst temperature raising device |
JP2010084710A (en) * | 2008-10-01 | 2010-04-15 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
US7762060B2 (en) * | 2006-04-28 | 2010-07-27 | Caterpillar Inc. | Exhaust treatment system |
US20110011063A1 (en) * | 2008-09-04 | 2011-01-20 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control apparatus for internal combustion engine |
US20120315192A1 (en) * | 2010-03-02 | 2012-12-13 | Toyota Jidosha Kabushiki Kaisha | Exhaust purifying apparatus for internal combustion engine |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7976594B2 (en) * | 2003-07-31 | 2011-07-12 | Precision Combustion, Inc. | Method and system for vaporization of liquid fuels |
JP4730379B2 (en) * | 2007-12-26 | 2011-07-20 | トヨタ自動車株式会社 | Exhaust gas purification device for internal combustion engine |
-
2010
- 2010-05-20 WO PCT/JP2010/003392 patent/WO2011145143A1/en active Application Filing
- 2010-05-20 JP JP2011520259A patent/JP5120503B2/en not_active Expired - Fee Related
- 2010-05-20 US US13/698,913 patent/US20130180232A1/en not_active Abandoned
- 2010-05-20 CN CN2010800668963A patent/CN102892990A/en active Pending
- 2010-05-20 EP EP10851708.7A patent/EP2573351A4/en not_active Withdrawn
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5771683A (en) * | 1995-08-30 | 1998-06-30 | Southwest Research Institute | Active porous medium aftertreatment control system |
JP2006112401A (en) * | 2004-10-18 | 2006-04-27 | Denso Corp | Catalyst temperature raising device |
US7762060B2 (en) * | 2006-04-28 | 2010-07-27 | Caterpillar Inc. | Exhaust treatment system |
US20110011063A1 (en) * | 2008-09-04 | 2011-01-20 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control apparatus for internal combustion engine |
JP2010084710A (en) * | 2008-10-01 | 2010-04-15 | Toyota Motor Corp | Exhaust emission control device for internal combustion engine |
US20120315192A1 (en) * | 2010-03-02 | 2012-12-13 | Toyota Jidosha Kabushiki Kaisha | Exhaust purifying apparatus for internal combustion engine |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130186074A1 (en) * | 2010-07-07 | 2013-07-25 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine |
US10024294B2 (en) * | 2015-05-29 | 2018-07-17 | Nissan Motor Co., Ltd. | Control device for internal combustion engine for vehicle |
Also Published As
Publication number | Publication date |
---|---|
JP5120503B2 (en) | 2013-01-16 |
CN102892990A (en) | 2013-01-23 |
EP2573351A1 (en) | 2013-03-27 |
WO2011145143A1 (en) | 2011-11-24 |
JPWO2011145143A1 (en) | 2013-07-22 |
EP2573351A4 (en) | 2013-07-03 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5299572B2 (en) | Internal combustion engine | |
JP5152413B2 (en) | Internal combustion engine | |
US20130180232A1 (en) | Internal combustion engine | |
EP2447494B1 (en) | Exhaust emission control device for internal combustion engine | |
WO2012066606A1 (en) | Exhaust gas purification device for internal combustion engine | |
EP2559873A1 (en) | Exhaust gas purification device for internal combustion engine | |
JP5206884B2 (en) | Internal combustion engine | |
JP2011247208A (en) | Internal combustion engine | |
EP2538045A1 (en) | Exhaust purification device for an internal combustion engine | |
JP5206885B2 (en) | Internal combustion engine | |
WO2012137247A1 (en) | Internal combustion engine equipped with burner apparatus | |
JP5725164B2 (en) | Internal combustion engine | |
US20130061585A1 (en) | Internal combustion engine | |
JP5387984B2 (en) | Internal combustion engine | |
JP2011252438A (en) | Internal combustion engine | |
JP5652255B2 (en) | Exhaust gas purification device for internal combustion engine | |
JP2011236852A (en) | Internal combustion engine | |
JP2012241624A (en) | Internal combustion engine having burner device | |
JP2011236851A (en) | Internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AS | Assignment |
Owner name: TOYOTA JIDOSHA KABUSHIKI KAISHA, JAPAN Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:SHINODA, MASASHI;REEL/FRAME:029963/0025 Effective date: 20130220 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO PAY ISSUE FEE |