[go: up one dir, main page]

JP2005214170A - Exhaust emission control device - Google Patents

Exhaust emission control device Download PDF

Info

Publication number
JP2005214170A
JP2005214170A JP2004025753A JP2004025753A JP2005214170A JP 2005214170 A JP2005214170 A JP 2005214170A JP 2004025753 A JP2004025753 A JP 2004025753A JP 2004025753 A JP2004025753 A JP 2004025753A JP 2005214170 A JP2005214170 A JP 2005214170A
Authority
JP
Japan
Prior art keywords
exhaust
reducing agent
engine
catalyst
injection nozzle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2004025753A
Other languages
Japanese (ja)
Other versions
JP4290026B2 (en
Inventor
Masanobu Hirata
公信 平田
Nobuhiko Masaki
信彦 正木
Hisashi Akagawa
久 赤川
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
UD Trucks Corp
Original Assignee
UD Trucks Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by UD Trucks Corp filed Critical UD Trucks Corp
Priority to JP2004025753A priority Critical patent/JP4290026B2/en
Priority to PCT/JP2005/001532 priority patent/WO2005073530A1/en
Publication of JP2005214170A publication Critical patent/JP2005214170A/en
Application granted granted Critical
Publication of JP4290026B2 publication Critical patent/JP4290026B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
    • B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
    • B01D53/9404—Removing only nitrogen compounds
    • B01D53/9409—Nitrogen oxides
    • B01D53/9431—Processes characterised by a specific 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series
    • F01N13/0097—Exhaust or silencing apparatus characterised by constructional features having two or more separate purifying devices arranged in series the purifying devices are arranged in a single housing
    • 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
    • F01N3/206—Adding periodically or continuously substances to exhaust gases for promoting purification, e.g. catalytic material in liquid form, NOx reducing agents
    • 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
    • F01N13/18—Construction facilitating manufacture, assembly, or disassembly
    • F01N13/1805—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body
    • F01N13/1811—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body with means permitting relative movement, e.g. compensation of thermal expansion or vibration
    • F01N13/1816—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body with means permitting relative movement, e.g. compensation of thermal expansion or vibration the pipe sections being joined together by flexible tubular elements only, e.g. using bellows or strip-wound pipes
    • 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
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the exhaust apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/06—Arrangement of the exhaust apparatus relative to the turbine of a turbocharger
    • 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
    • F01N2570/00—Exhaust treating apparatus eliminating, absorbing or adsorbing specific elements or compounds
    • F01N2570/14—Nitrogen oxides
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • 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
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
    • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
    • 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)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • General Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Environmental & Geological Engineering (AREA)
  • Biomedical Technology (AREA)
  • Toxicology (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Gas Treatment By Means Of Catalyst (AREA)
  • Exhaust Silencers (AREA)
  • Supercharger (AREA)

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control device for promoting the diffusion and mixture of liquid reducing agent. <P>SOLUTION: The exhaust emission control device comprises, at least, a turbocharger turbine 16, an oxidation catalyst 18 for oxidizing NO into NO<SB>2</SB>, an injection nozzle 20 for injecting and supplying the liquid reducing agent, and a NOx reduction catalyst 34 for reducing and purifying NOx with the liquid reducing agent, each of which is arranged in an exhaust pipe 14 connected to an exhaust manifold 12 along an exhaust gas distributing direction. The turbine 16 and the oxidation catalyst 18 are arranged in an upstream exhaust pipe 14A to be fixed to an engine 10, while the injection nozzle 20 and the NOx reduction catalyst 22 are arranged in a downstream exhaust pipe 14 to be fixed to a chassis. In this construction, the oxidation catalyst 18 is arranged in the upstream exhaust pipe 14A to permit the transfer of the injection nozzle 20 to the exhaust upstream side. This secures a time for diffusing and mixing the injected and supplied liquid reducing agent. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

本発明は、液体還元剤を用いて排気中の窒素酸化物（ＮＯｘ）を還元除去する排気浄化装置において、特に、液体還元剤の拡散及び混合を促進する技術に関する。   The present invention relates to an exhaust purification device that reduces and removes nitrogen oxides (NOx) in exhaust gas using a liquid reducing agent, and more particularly to a technique for promoting diffusion and mixing of the liquid reducing agent.

エンジンの排気に含まれるＮＯｘを除去する触媒浄化システムとして、特開２０００−２７６２７号公報（特許文献１）に開示された排気浄化装置が提案されている。
かかる排気浄化装置は、エンジン排気系に配設された還元触媒の排気上流に、エンジン運転状態に応じた必要量の液体還元剤を噴射供給することで、排気中のＮＯｘと還元剤とを触媒還元反応させて、ＮＯｘを無害成分に浄化処理するものである。ここで、還元反応は、ＮＯｘと反応性が良好なアンモニアを用いるもので、還元剤としては、排気熱及び排気中の水蒸気により加水分解してアンモニアを発生する尿素水溶液が用いられる。また、還元触媒におけるＮＯｘ浄化率を向上させるべく、図６に示すように、エンジン排気系１に、一酸化窒素（ＮＯ）を二酸化窒素（ＮＯ2）へと酸化させる酸化触媒２，液体還元剤を噴射供給する噴射ノズル３及び還元触媒４をこの順序で夫々配設し、酸化触媒２により排気中のＮＯとＮＯ2との割合を改善する技術が開発されている。
特開２０００−２７６２７号公報 As a catalyst purification system for removing NOx contained in engine exhaust, an exhaust purification device disclosed in Japanese Patent Laid-Open No. 2000-27627 (Patent Document 1) has been proposed.
Such an exhaust purification device injects and supplies a required amount of a liquid reducing agent according to the engine operating state upstream of the reduction catalyst disposed in the engine exhaust system, thereby catalyzing NOx and reducing agent in the exhaust. A reduction reaction is performed to purify NOx into harmless components. Here, the reduction reaction uses ammonia having good reactivity with NOx, and as the reducing agent, an aqueous urea solution that generates ammonia by hydrolysis with exhaust heat and water vapor in the exhaust is used. Further, in order to improve the NOx purification rate in the reduction catalyst, as shown in FIG. 6, the engine exhaust system 1 oxidizes nitrogen monoxide (NO) to nitrogen dioxide (NO 2 ), an oxidation catalyst 2 and a liquid reducing agent. A technique for improving the ratio of NO and NO 2 in the exhaust gas by using the oxidation catalyst 2 has been developed.
JP 2000-27627 A

ところで、噴射ノズル３から噴射供給された液体還元剤は、還元触媒４に到達するまでの間に、排気中で十分拡散及び混合されなければ、還元触媒４によるＮＯｘ浄化率の向上が期待できなくなってしまう。一方、液体還元剤の拡散及び混合が不十分となることを見越して、エンジン運転状態に応じた必要量以上を噴射供給すると、ランニングコストが上昇するだけではなく、噴射ノズル３やその排気下流に位置する排気系１に還元剤成分が析出されてしまうこととなる。このため、還元剤成分の析出を抑制しつつ、液体還元剤の拡散及び混合を促進するためには、噴射ノズル３と還元触媒４との間の距離を長くする必要がある。   By the way, if the liquid reducing agent injected and supplied from the injection nozzle 3 reaches the reduction catalyst 4 and is not sufficiently diffused and mixed in the exhaust gas, an improvement in the NOx purification rate by the reduction catalyst 4 cannot be expected. End up. On the other hand, in anticipation of insufficient diffusion and mixing of the liquid reducing agent, if the injection amount more than the required amount according to the engine operating state is supplied, not only the running cost increases, but also the injection nozzle 3 and its exhaust downstream. A reducing agent component will be deposited in the exhaust system 1 located. For this reason, in order to promote the diffusion and mixing of the liquid reducing agent while suppressing the precipitation of the reducing agent component, it is necessary to increase the distance between the injection nozzle 3 and the reduction catalyst 4.

しかしながら、酸化触媒２，噴射ノズル３及び還元触媒４は、同図に示すように、シャーシ側の排気系１に夫々配設されているため、車載レイアウトの制約から、酸化触媒２と還元触媒４との間の距離を長くすることができなかった。また、酸化触媒２の排気上流に噴射ノズル３を配設すると、液体還元剤が還元触媒４に到達するまでの間に拡散及び混合するための時間が十分確保できるが、酸化触媒２により液体還元剤が酸化してしまい、酸化触媒２を設けた意味が薄れてしまう。このため、噴射ノズル３と還元触媒４との間の距離を長くすることは困難であり、液体還元剤が有効に利用されているとは言い難い状況であった。なお、液体還元剤として、軽油，ガソリン，アルコール類などの燃料を用いる排気浄化装置においても、同様な問題が発生するおそれがある。   However, as shown in the figure, the oxidation catalyst 2, the injection nozzle 3, and the reduction catalyst 4 are respectively disposed in the exhaust system 1 on the chassis side. The distance between and could not be increased. If the injection nozzle 3 is disposed upstream of the oxidation catalyst 2, sufficient time can be secured for diffusion and mixing until the liquid reducing agent reaches the reduction catalyst 4. The agent is oxidized, and the meaning of providing the oxidation catalyst 2 is lost. For this reason, it is difficult to increase the distance between the injection nozzle 3 and the reduction catalyst 4, and it is difficult to say that the liquid reducing agent is effectively used. Note that the same problem may occur in an exhaust purification apparatus that uses fuel such as light oil, gasoline, and alcohols as the liquid reducing agent.

そこで、本発明は以上のような従来の問題点に鑑み、エンジン排気系に配設される酸化触媒，噴射ノズル，還元触媒などのレイアウトを見直し、噴射ノズルと還元触媒との間の距離を十分確保することで、液体還元剤の拡散及び混合を促進した排気浄化装置を提供することを目的とする。   Therefore, in view of the conventional problems as described above, the present invention has reviewed the layout of the oxidation catalyst, the injection nozzle, the reduction catalyst, and the like disposed in the engine exhaust system, and has a sufficient distance between the injection nozzle and the reduction catalyst. An object of the present invention is to provide an exhaust emission control device that promotes diffusion and mixing of a liquid reducing agent by ensuring the above.

このため、請求項１記載の発明では、エンジン排気系に、排気流通方向に沿って、少なくとも、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、前記タービン及び酸化触媒をエンジンに固定される排気系に夫々配設する一方、前記噴射ノズル及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする。   For this reason, according to the first aspect of the present invention, at least the turbine of a turbocharger that collects exhaust energy and supercharges intake air in the engine exhaust system along the exhaust flow direction, and converts nitrogen monoxide into nitrogen dioxide. In an exhaust emission control device comprising an oxidation catalyst to be oxidized, an injection nozzle for injecting and supplying a liquid reducing agent according to an engine operating state, and a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent The turbine and the oxidation catalyst are respectively disposed in an exhaust system fixed to the engine, and the injection nozzle and the reduction catalyst are respectively disposed in an exhaust system fixed to the chassis.

請求項２記載の発明では、エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、前記酸化触媒及びタービンをエンジンに固定される排気系に夫々配設する一方、前記噴射ノズル及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする。   According to the second aspect of the present invention, the engine exhaust system includes at least an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide along the exhaust circulation direction, and a turbocharger that recovers exhaust energy and supercharges intake air. In the exhaust emission control device comprising a turbine, an injection nozzle for injecting and supplying a liquid reducing agent according to an engine operating state, and a reduction catalyst for reducing and purifying nitrogen oxides with the liquid reducing agent, The catalyst and the turbine are respectively disposed in an exhaust system fixed to the engine, while the injection nozzle and the reduction catalyst are respectively disposed in an exhaust system fixed to the chassis.

請求項３記載の発明では、エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、前記酸化触媒をエンジンに固定される排気系に配設する一方、前記噴射ノズル、タービン及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする。   According to a third aspect of the present invention, at least an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide along the exhaust flow direction, and an injection that supplies a liquid reducing agent to the engine exhaust system in accordance with the engine operating state. In the exhaust emission control device comprising a nozzle, a turbocharger turbine that recovers exhaust energy and supercharges intake air, and a reduction catalyst that reduces and purifies nitrogen oxides with a liquid reducing agent, The catalyst is disposed in an exhaust system fixed to the engine, while the injection nozzle, the turbine, and the reduction catalyst are respectively disposed in an exhaust system fixed to the chassis.

請求項４記載の発明では、エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、前記酸化触媒、噴射ノズル及びタービンをエンジンに固定される排気系に夫々配設する一方、前記還元触媒をシャーシに固定される排気系に配設したことを特徴とする。   According to a fourth aspect of the present invention, at least an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide along the exhaust flow direction and an injection supply that supplies a liquid reducing agent to the engine exhaust system in accordance with the engine operating state. In the exhaust emission control device comprising a nozzle, a turbocharger turbine that recovers exhaust energy and supercharges intake air, and a reduction catalyst that reduces and purifies nitrogen oxides with a liquid reducing agent, The catalyst, the injection nozzle, and the turbine are respectively disposed in an exhaust system fixed to the engine, and the reduction catalyst is disposed in an exhaust system fixed to the chassis.

請求項５記載の発明では、前記タービンがエンジン排気系から取り外されたことを特徴とする。
請求項６記載の発明では、前記酸化触媒は、排気流通方向に沿って多数形成されたセルの隔壁が薄壁からなるハニカムタイプの触媒担体に、触媒成分を薄層にてウォッシュコートした構成であることを特徴とする。 The invention according to claim 5 is characterized in that the turbine is removed from the engine exhaust system.
According to a sixth aspect of the present invention, the oxidation catalyst has a structure in which a catalyst component is wash-coated with a thin layer on a honeycomb-type catalyst carrier in which a large number of cell partition walls are formed along the exhaust flow direction. It is characterized by being.

請求項７記載の発明では、エンジン排気系に、排気流通方向に沿って、一酸化窒素を二酸化窒素へと酸化させる酸化触媒、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズル、及び、窒素酸化物を液体還元剤により還元浄化する還元触媒を少なくとも配設して構成した排気浄化装置において、前記酸化触媒をエンジンに固定される排気系に配設する一方、前記還元触媒をシャーシに固定される排気系に配設したことを特徴とする。   In the invention according to claim 7, an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide along the exhaust flow direction in the engine exhaust system, an injection nozzle that injects a liquid reducing agent in accordance with the engine operating state, and An exhaust gas purification apparatus comprising at least a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent, wherein the oxidation catalyst is disposed in an exhaust system fixed to an engine, while the reduction catalyst is disposed in a chassis. It is arranged in a fixed exhaust system.

請求項１〜請求項４又は請求項７に記載の発明によれば、酸化触媒がエンジンに固定される排気系に配設されるため、噴射ノズルを排気上流に移動させることが可能となり、これと還元触媒との間の距離を長くすることができる。このため、噴射ノズルから噴射供給された液体還元剤が還元触媒に到達するまでの間に、排気中に拡散及び混合するための時間が十分確保でき、液体還元剤の拡散及び混合を促進することができる。また、液体還元剤の拡散及び混合が促進されることから、噴射ノズル及びその排気下流に位置する排気系に還元剤成分が析出することも抑制できる。このとき、請求項２〜請求項４に記載される発明のように、エンジンの排気が酸化触媒に直接導入されれば、酸化触媒の触媒成分が活性温度以上となり易く、その酸化能力を十分発揮することができる。   According to the invention described in claims 1 to 4 or 7, since the oxidation catalyst is disposed in the exhaust system fixed to the engine, the injection nozzle can be moved upstream of the exhaust. The distance between the catalyst and the reduction catalyst can be increased. For this reason, sufficient time for diffusion and mixing in the exhaust gas can be secured before the liquid reducing agent injected and supplied from the injection nozzle reaches the reduction catalyst, and the diffusion and mixing of the liquid reducing agent is promoted. Can do. Further, since the diffusion and mixing of the liquid reducing agent is promoted, it is possible to suppress the reducing agent component from being deposited on the injection nozzle and the exhaust system located downstream of the exhaust nozzle. At this time, if the engine exhaust is directly introduced into the oxidation catalyst as in the inventions described in claims 2 to 4, the catalyst component of the oxidation catalyst is likely to be at or above the activation temperature, and the oxidation capability is sufficiently exhibited. can do.

請求項５記載の発明によれば、排気系にターボチャージャのタービンが配設されないものにおいても、請求項１〜請求項４に係る発明と同様な作用及び効果を期待できる。
請求項６記載の発明によれば、酸化触媒を小型化しても、触媒担体における排気の流路面積が十分確保され、圧力損失を極力抑制することができると共に、触媒成分が少なくて済むことからその原価を低下させることができる。このとき、酸化触媒の小型化及び触媒成分の削減による酸化能力の低下が懸念されるが、酸化触媒がエンジンに固定される排気系に配設されるため、ここを通過する排気の温度が十分高いことに加え、酸化触媒の小型化によりその周壁からの放熱量の低下により、従来構成と同等な酸化能力を確保することができる。 According to the fifth aspect of the present invention, the same operation and effect as those of the first to fourth aspects of the invention can be expected even when the turbine of the turbocharger is not provided in the exhaust system.
According to the sixth aspect of the present invention, even if the oxidation catalyst is downsized, the exhaust passage area in the catalyst carrier is sufficiently secured, pressure loss can be suppressed as much as possible, and the catalyst components can be reduced. The cost can be reduced. At this time, there is a concern about the reduction of the oxidation capacity due to the downsizing of the oxidation catalyst and the reduction of the catalyst components. However, since the oxidation catalyst is disposed in the exhaust system fixed to the engine, the temperature of the exhaust gas passing therethrough is sufficient. In addition to being high, the oxidation capacity equivalent to that of the conventional configuration can be ensured by reducing the amount of heat released from the peripheral wall by reducing the size of the oxidation catalyst.

以下、添付された図面を参照して本発明を詳述する。
図１は、本発明に係る排気浄化装置の第１実施形態の構成を示す。
エンジン１０の排気マニフォールド１２に接続される排気管１４には、排気流通方向に沿って、少なくとも、排気エネルギを回収して吸気を過給するターボチャージャのタービン１６と、ＮＯをＮＯ2へと酸化させる酸化触媒１８と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズル２０と、ＮＯｘを液体還元剤により還元浄化するＮＯｘ還元触媒２２と、が夫々配設される。詳細には、タービン１６及び酸化触媒１８は、エンジン１０及び排気マニフォールド１２に固定される上流排気管１４Ａに夫々配設される一方、噴射ノズル２０及びＮＯｘ還元触媒２２は、図示しないシャーシに固定される下流排気管１４Ｂに夫々配設される。そして、上流排気管１４Ａと下流排気管１４Ｂとは、エンジン１０とシャーシとの間の相対運動を吸収するフレキシブルチューブ１４Ｃを介して相互に連通接続され、排気系が構成される。ここで、車載レイアウトを簡素化する観点から、タービン１６及び酸化触媒１８の少なくとも一方は、ブラケットを介してエンジン１０に直接支持される構成とすることが望ましい。なお、図中の符号２４は、ＮＯｘ還元触媒２２を通過した液体還元剤を酸化浄化する還元剤酸化触媒である。 Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 shows the configuration of a first embodiment of an exhaust emission control device according to the present invention.
The exhaust pipe 14 connected to the exhaust manifold 12 of the engine 10 includes at least a turbine 16 of a turbocharger that collects exhaust energy and supercharges intake air along the exhaust circulation direction, and oxidizes NO to NO 2 . An oxidation catalyst 18 to be used, an injection nozzle 20 for injecting and supplying a liquid reducing agent according to the engine operating state, and a NOx reduction catalyst 22 for reducing and purifying NOx with the liquid reducing agent are provided. Specifically, the turbine 16 and the oxidation catalyst 18 are respectively disposed in the upstream exhaust pipe 14A fixed to the engine 10 and the exhaust manifold 12, while the injection nozzle 20 and the NOx reduction catalyst 22 are fixed to a chassis (not shown). The downstream exhaust pipes 14B are respectively disposed. The upstream exhaust pipe 14A and the downstream exhaust pipe 14B are connected to each other via a flexible tube 14C that absorbs the relative motion between the engine 10 and the chassis, thereby forming an exhaust system. Here, from the viewpoint of simplifying the in-vehicle layout, it is desirable that at least one of the turbine 16 and the oxidation catalyst 18 is directly supported by the engine 10 via a bracket. Reference numeral 24 in the figure denotes a reducing agent oxidation catalyst that oxidizes and purifies the liquid reducing agent that has passed through the NOx reduction catalyst 22.

また、酸化触媒１８は、エンジンルーム内に配設されるため、排気抵抗の増加による圧力損失を極力抑制しつつ、小型化することが望ましい。このため、酸化触媒１８は、排気流通方向に沿って多数形成されたセルの隔壁が薄壁からなるハニカムタイプの触媒担体に、触媒成分としての白金などの貴金属を薄層にてウォッシュコートした構成のものを用いる。このようにすれば、小型化したにもかかわらず、触媒担体における排気の流通面積が十分確保され、圧力損失を極力抑制することができると共に、触媒成分が少なくて済むことからその原価を低下させることができる。このとき、酸化触媒１８の小型化及び触媒成分の削減による酸化能力の低下が懸念されるが、酸化触媒１８がエンジンルーム内に配設されるため、ここを通過する排気の温度が十分高いことに加え、酸化触媒１８の小型化によるその周壁からの放熱量の低下により、従来構成と同等な酸化能力を確保することができる。   Further, since the oxidation catalyst 18 is disposed in the engine room, it is desirable to reduce the size while suppressing pressure loss due to an increase in exhaust resistance as much as possible. For this reason, the oxidation catalyst 18 has a configuration in which a noble metal such as platinum as a catalyst component is wash-coated with a thin layer on a honeycomb type catalyst carrier in which a large number of cell partition walls are formed along the exhaust flow direction. Use one. In this way, despite the downsizing, a sufficient flow area of the exhaust gas in the catalyst carrier can be secured, pressure loss can be suppressed as much as possible, and the cost can be reduced because less catalyst components are required. be able to. At this time, although the oxidation catalyst 18 is downsized and the oxidation capacity is reduced due to the reduction of the catalyst components, the oxidation catalyst 18 is disposed in the engine room, so that the temperature of the exhaust gas passing therethrough is sufficiently high. In addition, due to the reduction in the amount of heat dissipated from the peripheral wall due to the downsizing of the oxidation catalyst 18, the oxidation ability equivalent to that of the conventional configuration can be secured.

かかる構成によれば、酸化触媒１８がエンジンルーム内に配設されることで、噴射ノズル２０を排気上流に移動させることが可能となり、これとＮＯｘ還元触媒２２との間の距離を長くすることができる。このため、噴射ノズル２０から噴射供給された液体還元剤がＮＯｘ還元触媒２２に到達するまでの間に、排気中に拡散及び混合するための時間が十分確保でき、液体還元剤の拡散及び混合を促進することができる。また、液体還元剤の拡散及び混合が促進されることから、噴射ノズル２０及びその排気下流に位置する下流排気管１４Ｂなどに還元剤成分が析出することも抑制できる。   According to this configuration, the oxidation catalyst 18 is disposed in the engine room, so that the injection nozzle 20 can be moved upstream of the exhaust gas, and the distance between the NOx reduction catalyst 22 and the injection nozzle 20 can be increased. Can do. For this reason, sufficient time can be secured for diffusion and mixing in the exhaust gas until the liquid reducing agent injected and supplied from the injection nozzle 20 reaches the NOx reduction catalyst 22, and the liquid reducing agent can be diffused and mixed. Can be promoted. Further, since the diffusion and mixing of the liquid reducing agent is promoted, it is possible to suppress the reducing agent component from being deposited on the injection nozzle 20 and the downstream exhaust pipe 14B positioned downstream of the exhaust nozzle.

図２は、本発明に係る排気浄化装置の第２実施形態の構成を示す。なお、以下の実施形態は、基本構成が第１実施形態と共通するので、同一構成には同一符号を付すことで、その説明は省略する。
本実施形態では、第１実施形態とは異なり、上流排気管１４Ａに、排気流通方向に沿って、酸化触媒１８及びタービン１６をこの順序で配設した構成を採用する。このようにすれば、排気マニフォールド１２からの排気が酸化触媒１８に直接導入されるため、酸化触媒１８の触媒成分が活性温度以上となり易く、その酸化能力を十分発揮することができる。なお、他の作用及び効果については、先の第１実施形態と同様であるので、その説明は省略する（以下同様）。 FIG. 2 shows the configuration of a second embodiment of the exhaust emission control device according to the present invention. In the following embodiments, the basic configuration is the same as that of the first embodiment. Therefore, the same components are denoted by the same reference numerals, and the description thereof is omitted.
In the present embodiment, unlike the first embodiment, a configuration is adopted in which the oxidation catalyst 18 and the turbine 16 are arranged in this order along the exhaust flow direction in the upstream exhaust pipe 14A. In this way, since the exhaust from the exhaust manifold 12 is directly introduced into the oxidation catalyst 18, the catalyst component of the oxidation catalyst 18 is likely to be at an activation temperature or higher, and the oxidation capability can be sufficiently exhibited. Since other operations and effects are the same as those in the first embodiment, the description thereof will be omitted (the same applies hereinafter).

図３は、本発明に係る排気浄化装置の第３実施形態の構成を示す。
エンジン１０の排気マニフォールド１２に接続される排気管１４には、排気流通方向に沿って、少なくとも、酸化触媒１８と、噴射ノズル２０と、タービン１６と、ＮＯｘ還元触媒２２と、が夫々配設される。詳細には、酸化触媒１８は上流排気管１４Ａに配設される一方、噴射ノズル２０，タービン１６及びＮＯｘ還元触媒２２は下流排気管１４Ｂに夫々配設される。このようにすれば、先の第２実施形態と同様な作用及び効果を奏することができる。 FIG. 3 shows the configuration of a third embodiment of the exhaust emission control device according to the present invention.
The exhaust pipe 14 connected to the exhaust manifold 12 of the engine 10 is provided with at least an oxidation catalyst 18, an injection nozzle 20, a turbine 16, and a NOx reduction catalyst 22 along the exhaust circulation direction. The Specifically, the oxidation catalyst 18 is disposed in the upstream exhaust pipe 14A, while the injection nozzle 20, the turbine 16, and the NOx reduction catalyst 22 are respectively disposed in the downstream exhaust pipe 14B. If it does in this way, there can exist an effect | action and effect similar to previous 2nd Embodiment.

図４は、本発明に係る排気浄化装置の第４実施形態の構成を示す。
本実施形態では、第３実施形態とは異なり、上流排気管１４Ａに、排気流通方向に沿って、酸化触媒１８，噴射ノズル２０及びタービン１６を夫々配設する一方、下流排気管１４Ｂに、ＮＯｘ還元触媒２２を配設した構成を採用する。このようにすれば、第２実施形態と同様に酸化触媒１８による酸化能力を十分発揮させつつ、噴射ノズル２０とＮＯｘ還元触媒２２との間の距離を極力長くすることが可能となり、噴射ノズル２０から噴射供給された液体還元剤が拡散及び混合するための時間を最大限確保することができる。 FIG. 4 shows the configuration of a fourth embodiment of the exhaust emission control device according to the present invention.
In this embodiment, unlike the third embodiment, the upstream exhaust pipe 14A is provided with the oxidation catalyst 18, the injection nozzle 20, and the turbine 16 along the exhaust circulation direction, while the downstream exhaust pipe 14B is provided with NOx. A configuration in which the reduction catalyst 22 is disposed is employed. In this way, it is possible to make the distance between the injection nozzle 20 and the NOx reduction catalyst 22 as long as possible while sufficiently exhibiting the oxidation ability of the oxidation catalyst 18 as in the second embodiment. It is possible to secure the maximum time for the liquid reducing agent jetted and supplied from the diffusion and mixing.

図５は、本発明に係る排気浄化装置の第５実施形態の構成を示す。
本実施形態では、第４実施形態の上流排気管１４Ａに配設されたタービン１６を取り外した構成が採用される。即ち、本発明は、排気系にタービン１６が配設されていない構成であっても、その作用及び効果が奏される。なお、第１〜第３実施形態における排気系からタービン１６を取り外してもよいことは言うまでもない。 FIG. 5 shows the configuration of a fifth embodiment of the exhaust emission control device according to the present invention.
In this embodiment, the structure which removed the turbine 16 arrange | positioned by 14 A of upstream exhaust pipes of 4th Embodiment is employ | adopted. That is, even if the present invention has a configuration in which the turbine 16 is not disposed in the exhaust system, the operation and effect thereof can be achieved. Needless to say, the turbine 16 may be removed from the exhaust system in the first to third embodiments.

要するに、エンジン排気系に、排気流通方向に沿って、酸化触媒１８，噴射ノズル２０及びＮＯｘ還元触媒２２を少なくとも配設して構成した排気浄化装置において、酸化触媒１８を上流排気管１４Ａに配設する一方、ＮＯｘ還元触媒２２を下流排気管１４Ｂに配設することで、噴射ノズル２０とＮＯｘ還元触媒２２との間の距離を長くすることができる。このため、噴射ノズル２０から噴射供給された液体還元剤がＮＯｘ還元触媒２２に到達するまでに要する時間が長くなり、液体還元剤が拡散及び混合するための時間を十分確保できることから、液体還元剤を有効に活用して、排気中のＮＯｘを浄化処理することができる。また、液体還元剤を必要以上に噴射供給する必要がないことから、噴射ノズル２０及びその排気下流に位置する下流排気管１４Ｂなどに還元剤成分が析出することを抑制することができる。   In short, in an exhaust gas purification apparatus configured by disposing at least the oxidation catalyst 18, the injection nozzle 20, and the NOx reduction catalyst 22 along the exhaust flow direction in the engine exhaust system, the oxidation catalyst 18 is disposed in the upstream exhaust pipe 14A. On the other hand, by disposing the NOx reduction catalyst 22 in the downstream exhaust pipe 14B, the distance between the injection nozzle 20 and the NOx reduction catalyst 22 can be increased. For this reason, the time required for the liquid reducing agent injected and supplied from the injection nozzle 20 to reach the NOx reduction catalyst 22 becomes longer, and sufficient time for the liquid reducing agent to diffuse and mix can be secured. Can be effectively utilized to purify NOx in the exhaust gas. Further, since it is not necessary to inject and supply the liquid reducing agent more than necessary, it is possible to suppress the reducing agent component from being deposited on the injection nozzle 20 and the downstream exhaust pipe 14B located downstream of the exhaust.

本発明に係る排気浄化装置の第１実施形態を示す構成図The block diagram which shows 1st Embodiment of the exhaust gas purification apparatus which concerns on this invention. 本発明に係る排気浄化装置の第２実施形態を示す構成図The block diagram which shows 2nd Embodiment of the exhaust gas purification apparatus which concerns on this invention. 本発明に係る排気浄化装置の第３実施形態を示す構成図The block diagram which shows 3rd Embodiment of the exhaust gas purification apparatus which concerns on this invention. 本発明に係る排気浄化装置の第４実施形態を示す構成図The block diagram which shows 4th Embodiment of the exhaust gas purification apparatus which concerns on this invention. 本発明に係る排気浄化装置の第５実施形態を示す構成図The block diagram which shows 5th Embodiment of the exhaust gas purification apparatus which concerns on this invention. 従来技術における排気浄化装置の構成図Configuration diagram of exhaust gas purification device in the prior art

符号の説明Explanation of symbols

１０ エンジン
１２ 排気マニフォールド
１４ 排気管
１４Ａ 上流排気管
１４Ｂ 下流排気管
１４Ｃ フレキシブルチューブ
１６ タービン
１８ 酸化触媒
２０ 噴射ノズル
２２ ＮＯｘ還元触媒 DESCRIPTION OF SYMBOLS 10 Engine 12 Exhaust manifold 14 Exhaust pipe 14A Upstream exhaust pipe 14B Downstream exhaust pipe 14C Flexible tube 16 Turbine 18 Oxidation catalyst 20 Injection nozzle 22 NOx reduction catalyst

Claims (7)

エンジン排気系に、排気流通方向に沿って、少なくとも、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、
前記タービン及び酸化触媒をエンジンに固定される排気系に夫々配設する一方、前記噴射ノズル及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする排気浄化装置。 Depending on the engine exhaust system, at least along the exhaust flow direction, a turbocharger turbine that collects exhaust energy and supercharges intake air, an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide, and engine operating conditions In an exhaust emission control device configured by disposing an injection nozzle for injecting and supplying a liquid reducing agent and a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent,
An exhaust emission control device, wherein the turbine and the oxidation catalyst are respectively disposed in an exhaust system fixed to an engine, and the injection nozzle and the reduction catalyst are respectively disposed in an exhaust system fixed to a chassis. エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、
前記酸化触媒及びタービンをエンジンに固定される排気系に夫々配設する一方、前記噴射ノズル及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする排気浄化装置。 Depending on the engine exhaust system, at least along the exhaust flow direction, an oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide, a turbocharger turbine that collects exhaust energy and supercharges intake air, and depends on engine operating conditions In an exhaust emission control device configured by disposing an injection nozzle for injecting and supplying a liquid reducing agent and a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent,
An exhaust emission control device, wherein the oxidation catalyst and the turbine are respectively disposed in an exhaust system fixed to an engine, and the injection nozzle and the reduction catalyst are respectively disposed in an exhaust system fixed to a chassis. エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、
前記酸化触媒をエンジンに固定される排気系に配設する一方、前記噴射ノズル、タービン及び還元触媒をシャーシに固定される排気系に夫々配設したことを特徴とする排気浄化装置。 Along with the exhaust flow direction, at least an oxidation catalyst that oxidizes nitric oxide to nitrogen dioxide, an injection nozzle that injects a liquid reducing agent according to engine operating conditions, and exhaust energy are collected in the engine exhaust system. In an exhaust gas purification apparatus configured by arranging a turbocharger turbine for supercharging intake air and a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent,
An exhaust emission control device, wherein the oxidation catalyst is disposed in an exhaust system fixed to an engine, and the injection nozzle, the turbine, and the reduction catalyst are disposed in an exhaust system fixed to a chassis. エンジン排気系に、排気流通方向に沿って、少なくとも、一酸化窒素を二酸化窒素へと酸化させる酸化触媒と、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズルと、排気エネルギを回収して吸気を過給するターボチャージャのタービンと、窒素酸化物を液体還元剤により還元浄化する還元触媒と、を夫々配設して構成した排気浄化装置において、
前記酸化触媒、噴射ノズル及びタービンをエンジンに固定される排気系に夫々配設する一方、前記還元触媒をシャーシに固定される排気系に配設したことを特徴とする排気浄化装置。 Along with the exhaust flow direction, at least an oxidation catalyst that oxidizes nitric oxide to nitrogen dioxide, an injection nozzle that injects a liquid reducing agent according to engine operating conditions, and exhaust energy are collected in the engine exhaust system. In an exhaust gas purification apparatus configured by arranging a turbocharger turbine for supercharging intake air and a reduction catalyst for reducing and purifying nitrogen oxides with a liquid reducing agent,
An exhaust emission control device, wherein the oxidation catalyst, the injection nozzle and the turbine are respectively disposed in an exhaust system fixed to an engine, and the reduction catalyst is disposed in an exhaust system fixed to a chassis. 前記タービンがエンジン排気系から取り外されたことを特徴とする請求項１〜請求項４のいずれか１つに記載の排気浄化装置。   The exhaust emission control device according to any one of claims 1 to 4, wherein the turbine is removed from an engine exhaust system. 前記酸化触媒は、排気流通方向に沿って多数形成されたセルの隔壁が薄壁からなるハニカムタイプの触媒担体に、触媒成分を薄層にてウォッシュコートした構成であることを特徴とする請求項１〜請求項５のいずれか１つに記載の排気浄化装置。   The oxidation catalyst has a configuration in which a catalyst component is wash-coated with a thin layer on a honeycomb-type catalyst carrier in which a large number of cell partition walls are formed along a direction of exhaust gas flow. The exhaust emission control device according to any one of claims 1 to 5. エンジン排気系に、排気流通方向に沿って、一酸化窒素を二酸化窒素へと酸化させる酸化触媒、エンジン運転状態に応じて液体還元剤を噴射供給する噴射ノズル、及び、窒素酸化物を液体還元剤により還元浄化する還元触媒を少なくとも配設して構成した排気浄化装置において、
前記酸化触媒をエンジンに固定される排気系に配設する一方、前記還元触媒をシャーシに固定される排気系に配設したことを特徴とする排気浄化装置。 An oxidation catalyst that oxidizes nitrogen monoxide to nitrogen dioxide along the exhaust flow direction in the engine exhaust system, an injection nozzle that injects a liquid reducing agent according to engine operating conditions, and a nitrogen oxide as a liquid reducing agent In an exhaust gas purification apparatus configured by arranging at least a reduction catalyst to be reduced and purified by
An exhaust emission control device, wherein the oxidation catalyst is disposed in an exhaust system fixed to an engine, and the reduction catalyst is disposed in an exhaust system fixed to a chassis.
JP2004025753A 2004-02-02 2004-02-02 Exhaust purification equipment Expired - Fee Related JP4290026B2 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2004025753A JP4290026B2 (en) 2004-02-02 2004-02-02 Exhaust purification equipment
PCT/JP2005/001532 WO2005073530A1 (en) 2004-02-02 2005-02-02 Engine exhaust emission control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2004025753A JP4290026B2 (en) 2004-02-02 2004-02-02 Exhaust purification equipment

Publications (2)

Publication Number Publication Date
JP2005214170A true JP2005214170A (en) 2005-08-11
JP4290026B2 JP4290026B2 (en) 2009-07-01

Family

ID=34823995

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2004025753A Expired - Fee Related JP4290026B2 (en) 2004-02-02 2004-02-02 Exhaust purification equipment

Country Status (2)

Country Link
JP (1) JP4290026B2 (en)
WO (1) WO2005073530A1 (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009144636A (en) * 2007-12-17 2009-07-02 Mitsubishi Fuso Truck & Bus Corp Exhaust emission control device
US20100300072A1 (en) * 2007-05-14 2010-12-02 Renault S.A.S. Coupling of a turbocharger with an oxidation catalyst of an exhaust line of an internal combustion engine
WO2012093213A1 (en) * 2011-01-07 2012-07-12 Peugeot Citroen Automobiles Sa Exhaust line with which a heat engine of a motor vehicle is to be fitted, and method for purifying exhaust gas
JP2014145272A (en) * 2013-01-28 2014-08-14 Yanmar Co Ltd Power generation system
WO2015012169A1 (en) * 2013-07-23 2015-01-29 ヤンマー株式会社 Working vehicle
JP2015021480A (en) * 2013-07-23 2015-02-02 ヤンマー株式会社 Work vehicle
KR101795402B1 (en) * 2016-04-29 2017-11-08 현대자동차 주식회사 Exhaust system
WO2017216105A1 (en) * 2016-06-15 2017-12-21 Jaguar Land Rover Limited Vehicle exhaust system
KR101846906B1 (en) * 2016-09-02 2018-04-09 현대자동차 주식회사 Exhaust gas purification system
CN111617635A (en) * 2020-06-16 2020-09-04 浙江天地环保科技股份有限公司 Novel denitration reductant directly spout and mix device
JP2023180393A (en) * 2022-06-09 2023-12-21 トヨタ自動車株式会社 catalyst device
US12503967B2 (en) 2019-08-14 2025-12-23 Cummins Emission Solutions Inc. Exhaust gas aftertreatment system

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009024642A (en) * 2007-07-20 2009-02-05 Toyota Motor Corp Exhaust gas purification system for internal combustion engine
FR2925936A1 (en) * 2008-01-02 2009-07-03 Peugeot Citroen Automobiles Sa EXHAUST GAS CIRCUIT OF AN INTERNAL COMBUSTION ENGINE
GB2462798A (en) * 2008-06-03 2010-02-24 Johnson Matthey Plc Emission control

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS4932009U (en) * 1972-06-29 1974-03-20
JP2522887Y2 (en) * 1990-07-05 1997-01-16 スズキ株式会社 Exhaust pipe structure
JPH05195756A (en) * 1992-01-21 1993-08-03 Hino Motors Ltd Exhaust gas purification device of engine
JP3248744B2 (en) * 1992-03-12 2002-01-21 マツダ株式会社 Engine exhaust system layout structure
JP2002371835A (en) * 2001-06-15 2002-12-26 Komatsu Ltd Exhaust gas purification device for internal combustion engine

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100300072A1 (en) * 2007-05-14 2010-12-02 Renault S.A.S. Coupling of a turbocharger with an oxidation catalyst of an exhaust line of an internal combustion engine
US8584450B2 (en) * 2007-05-14 2013-11-19 Renault S.A.S. Coupling of a turbocharger with an oxidation catalyst of an exhaust line of an internal combustion engine
JP2009144636A (en) * 2007-12-17 2009-07-02 Mitsubishi Fuso Truck & Bus Corp Exhaust emission control device
WO2012093213A1 (en) * 2011-01-07 2012-07-12 Peugeot Citroen Automobiles Sa Exhaust line with which a heat engine of a motor vehicle is to be fitted, and method for purifying exhaust gas
FR2970297A1 (en) * 2011-01-07 2012-07-13 Peugeot Citroen Automobiles Sa EXHAUST LINE EQUIPPING A THERMAL MOTOR OF A MOTOR VEHICLE AND METHOD FOR EXHAUST GAS PURIFICATION
JP2014145272A (en) * 2013-01-28 2014-08-14 Yanmar Co Ltd Power generation system
WO2015012169A1 (en) * 2013-07-23 2015-01-29 ヤンマー株式会社 Working vehicle
JP2015021480A (en) * 2013-07-23 2015-02-02 ヤンマー株式会社 Work vehicle
KR101795402B1 (en) * 2016-04-29 2017-11-08 현대자동차 주식회사 Exhaust system
WO2017216105A1 (en) * 2016-06-15 2017-12-21 Jaguar Land Rover Limited Vehicle exhaust system
KR101846906B1 (en) * 2016-09-02 2018-04-09 현대자동차 주식회사 Exhaust gas purification system
US12503967B2 (en) 2019-08-14 2025-12-23 Cummins Emission Solutions Inc. Exhaust gas aftertreatment system
CN111617635A (en) * 2020-06-16 2020-09-04 浙江天地环保科技股份有限公司 Novel denitration reductant directly spout and mix device
JP2023180393A (en) * 2022-06-09 2023-12-21 トヨタ自動車株式会社 catalyst device
JP7666409B2 (en) 2022-06-09 2025-04-22 トヨタ自動車株式会社 Catalytic converter

Also Published As

Publication number Publication date
WO2005073530A1 (en) 2005-08-11
JP4290026B2 (en) 2009-07-01

Similar Documents

Publication Publication Date Title
CN101627190B (en) Exhaust purification device for internal combustion engines
JP4290026B2 (en) Exhaust purification equipment
JP4286887B2 (en) Exhaust purification equipment
JP4960559B2 (en) Exhaust gas apparatus for selective catalytic reduction of nitrogen oxides under lean gas conditions and method for removing nitrogen oxides from lean exhaust gases of internal combustion engines
JP4816967B2 (en) Exhaust gas purification device for internal combustion engine
JP5251266B2 (en) Exhaust gas purification device and exhaust gas purification system
JP2009085065A (en) Exhaust purification device
JP2009156077A (en) Exhaust gas purification device for internal combustion engine
JP2009144614A (en) Exhaust gas purification equipment for diesel engines
JP2005105970A (en) Exhaust emission control device of engine
JP2011231693A (en) Exhaust gas purification device
US20090064669A1 (en) Additive-agent diffusion plate in exhaust passage, structure of additive-agent diffusion plate, and exhaust system including additive-agent diffusion plate
JP2008180202A (en) Exhaust emission control device
JP2007198316A (en) Device and method for controlling exhaust gas of internal combustion engine
JP2009250218A (en) Urea injection device
JP4807524B2 (en) Exhaust gas purification device for internal combustion engine
JP2009156070A (en) Exhaust gas purification device for internal combustion engine
JP2012127311A (en) Diffuser for reducing agent
JP2011012564A (en) Exhaust gas purification apparatus
JP2006132393A (en) Exhaust emission control device for internal combustion engine
JP2009133228A (en) Exhaust gas aftertreatment device
JP2009108787A (en) Exhaust treatment device
JP2012127307A (en) Exhaust emission control device for engine
JP4651560B2 (en) Exhaust gas purification device for internal combustion engine
JP2011033001A (en) Exhaust emission control device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20060522

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20081224

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20090331

A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20090331

R150 Certificate of patent or registration of utility model

Free format text: JAPANESE INTERMEDIATE CODE: R150

Ref document number: 4290026

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120410

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120410

Year of fee payment: 3

S533 Written request for registration of change of name

Free format text: JAPANESE INTERMEDIATE CODE: R313533

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120410

Year of fee payment: 3

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20120410

Year of fee payment: 3

FPAY Renewal fee payment (event date is renewal date of database)

Free format text: PAYMENT UNTIL: 20150410

Year of fee payment: 6

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

S111 Request for change of ownership or part of ownership

Free format text: JAPANESE INTERMEDIATE CODE: R313113

S533 Written request for registration of change of name

Free format text: JAPANESE INTERMEDIATE CODE: R313533

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R250 Receipt of annual fees

Free format text: JAPANESE INTERMEDIATE CODE: R250

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R371 Transfer withdrawn

Free format text: JAPANESE INTERMEDIATE CODE: R371

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

S111 Request for change of ownership or part of ownership

Free format text: JAPANESE INTERMEDIATE CODE: R313113

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R371 Transfer withdrawn

Free format text: JAPANESE INTERMEDIATE CODE: R371

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R360 Written notification for declining of transfer of rights

Free format text: JAPANESE INTERMEDIATE CODE: R360

R371 Transfer withdrawn

Free format text: JAPANESE INTERMEDIATE CODE: R371

LAPS Cancellation because of no payment of annual fees