EXHAUST EMISSION CONTROL SYSTEM FOR INTERNAL COMBUSTION ENGINE

PROBLEM TO BE SOLVED: To purify exhaust emission effectively irrespective of the change in the operation conditions of an internal combustion engine. SOLUTION: A first exhaust pipe joint 12 is formed of exhaust pipes EX1, EX2, and EX3 connected with three cylinders E1, E2, E3 of an engine 11, and pr...

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Bibliographische Detailangaben
Hauptverfasser:	ONO HIROSHI, SAKANUSHI MASAHIRO
Format:	Patent
Sprache:	eng
Schlagworte:	BLASTING CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TOTRANSPORTATION COMBUSTION ENGINES CONTROLLING COMBUSTION ENGINES ENGINE PLANTS IN GENERAL GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNALCOMBUSTION ENGINES GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES ORENGINES IN GENERAL GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS HEATING HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS LIGHTING MACHINES OR ENGINES IN GENERAL MECHANICAL ENGINEERING STEAM ENGINES TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINSTCLIMATE CHANGE WEAPONS
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Beschreibung
Zusammenfassung:	PROBLEM TO BE SOLVED: To purify exhaust emission effectively irrespective of the change in the operation conditions of an internal combustion engine. SOLUTION: A first exhaust pipe joint 12 is formed of exhaust pipes EX1, EX2, and EX3 connected with three cylinders E1, E2, E3 of an engine 11, and provided with a first three-way catalyst(TWC) 14a downstream. A second TWC 14b is provided downstream of an exhaust pipe EX4 connected with a cylinder E4. Exhaust pipes connected to downstream of the respective first and second TWCs 14a, 14b are joined to constitute a second exhaust pipe joint 13. A NOx removal catalyst 15 is provided downstream of the second joint 13, and a NOx absorbent 21 downstream of the catalyst 15. Under partial lean-burn control condition, the mixture leaner than the theoretical air-fuel ratio is supplied to the cylinders E1, E2, E3, and the mixture richer than the air-fuel ratio is supplied to the cylinder E4. Therefore, the overall engine 11 is controlled to the side leaner than the theoretical air-fuel ratio.