Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Sumitomo Electric Industries, Limited

Other

Nippon Soken, Inc.

Hiromichi Yanagihara

Norihiko Nakamura

Kiyoshi Kobashi

Youichi Nagai

Kazuhiko Shiratani

Nobuhiro Miura

Zenichiro Kato

Rentaro Kuroki

Tomohiko Ihara

Toshihisa Sugiyama

Nobuo Habu

Yoshimitsu Henda

Taiichi Mori

Yasuo Sato

Syunsuke Ban

Toshihiko Igashira

Takeshi Takahashi

Kazuhiro Sakurai

Takeshi Tanaka

Kiyonori Sekiguchi

Kohei Shimoda

Shinobu Ishiyama

Sumio Ito

Teruo Kumai

Akio Kawaguchi

Masami Konishi

Shunsuke Ban

Toshiyuki Maehara

Yoshio Yamakawa

Shinichiro Mizusawa

Satoru Itsuaki

Noriyuki Tokoro

Kouichi Akita

Tomoji Ishiguro

Chiharu Tamura

Kazutoshi Shibutani

Yoichi Nagai

Carbon-containing particulates like soot included in an exhaust gas of an internal combustion engine are collected by means of a heat-resistant filter medium. The filter medium dispersedly collects hydrocarbon compounds and the carbon-containing particulates included in the exhaust gas. Even when the exhaust gas has a lower temperature than the combustible temperature of the carbon-containing particulates, such dispersed collection ensures start of a preliminary oxidation reaction of the collected hydrocarbon compounds with oxygen included in the exhaust gas. The collected hydrocarbon compounds and the collected carbon-containing particulates are then subjected to combustion with the exhaust gas having a filter inflow temperature lower than the combustible temperature of the carbon-containing particulates by utilizing the reaction heat and active species produced by the reaction. This technique thus simply but securely regulates and reduces the carbon-containing particulates included in the exhaust gas.

Exhaust emission control filter and method of controlling exhaust emission

A first heat-resistant filter medium is disposed in an exhaust pathway of an internal combustion engine. The first heat-resistant filter medium traps hydrocarbon compounds and carbon-containing particulates included in a flow of exhaust gas in a dispersive manner to bring the respective particulates and hydrocarbon compounds in contact with oxygen included in the exhaust gas. The trapped hydrocarbon compounds and the trapped carbon-containing particulates are subjected to combustion with the exhaust gas having a filter inflow temperature lower than a combustible temperature of the carbon-containing particulates. A second heat-resistant filter medium is further disposed downstream of the first heat-resistant filter medium to trap the remaining carbon-containing particulates, which have not been trapped by the first heat-resistant filter medium but have passed through the first heat-resistant filter medium. This arrangement desirably enhances the reduction rate of the particulates.

Exhaust emission control device and method of controlling exhaust emission

A particulate filter can be prevented from being damaged. The ashes can be removed from the particulate filter without by burning. A non-woven welding operation for a sealing portion can be simplified. The operability is enhanced by facilitating an insertion of a multi-layer body into a heat resisting container. The number of recycling processes executed when particulate matters such as soot are accumulated on the particulate filter is made as small as possible. A particulate filter comprises an axial core composed of a heat resisting metal, a multi-layer body formed by winding said axial core with a multi-layer member into which a non-woven fabric and a corrugated sheet each composed of a heat resisting metal are tiered, and a heat resisting container charged with said multi-layer body

Particulate filter

A compression-ignition type engine in which first fuel of an amount of not more than 30 percent of the maximum amount of fuel is injected in an injection timing region from about 90 degrees to about 20 degrees before top dead center of the compression stroke so that the injected fuel does not break up due to heat or burn until the top dead center of the compression stroke is substantially reached but undergoes an oxidation reaction. Next, second fuel is injected at substantially the top dead center of the compression stroke to start the combustion of the injected fuel.

Compression-ignition type engine

A compression-ignition type engine in which first fuel of an amount of not more than 30 percent of the maximum amount of fuel is injected in an injection timing region from about 90 degrees to about 20 degrees before top dead center of the compression stroke, then second fuel is injected at substantially top dead center of the compression stroke. When the intensity of engine vibration becomes larger, the first injection amount is made to be reduced.

An internal combustion engine comprising a fuel injector arranged in a combustion chamber. A fuel is injected at a timing when the temperature T of the fuel particles fed into the combustion chamber rises past the vicinity of a minimum temperature of a cool flame region during a compression stroke and reaches a reaction stagnation region near the top dead center of the compression stroke and the fuel particles are dispersed throughout the combustion chamber as a whole near the top dead center of the compression stroke.

Internal combustion engine

A compression-ignition type engine in which the engine operating region is divided into a first operating region F of a low load side and a second operating region G of a high load side. When the engine operating state is in the first operating region F, fuel is injected just once before 50 degrees before top dead center of the compression stroke. When the engine operating state is in the second operating region G, first fuel injection I.sub.1 of an amount of not more than 30 percent of the maximum amount of fuel is performed in an injection timing region II and second fuel injection I.sub.2 is performed at substantially the top dead center of the compression stroke.

A particulate trap for use with a diesel engine is high in particulate trapping capacity and regenerating capacity and low in pressure drop, and yet is compact and inexpensive. This trap has a filter element made up of a plurality of tapered filter members formed from a fabric of heat-resistant metal fibers. The filter members have different diameters from each other and are nested concentrically one inside the other so that the adjacent filter members are positioned inversely. Each filter member is connected at its large-diameter end to the small-diameter end of the immediately outer filter member to alternately close the exhaust inlet and outlet ends of the gaps between the adjacent filter members. The filter element thus formed is mounted in a metal case provided in an exhaust line and used as a particulate trap. With this arrangement, it is possible to increase the particulate trapping area of the filter and the exhaust inlet openings without increasing the size of the entire trap. Such a trap is less likely to suffer pressure drop and is highly durable.

Particulate trap

A particulate trap for use in a diesel engine which is inexpensive, and which is high in particulate trapping efficiency, regeneration properties and durability, and low in pressure loss due to particulates trapped. An even number of flat filters made from a non-woven fabric of heat-resistant metallic fiber are laminated alternately with the same number of corrugated sheets made of a heat-resistant metal. The laminate thus formed are rolled into a columnar shape. Each space between the adjacent flat filters in which every other corrugated sheet is inserted is closed at one end of the filter element by a closure member. The other spaces between the adjacent flat filters are closed at the other end of the filter element.

Particulate trap for diesel engine

A particulate trap for a diesel engine use which is less likely to vibrate or deform under exhaust pressures and achieves good results in all of the particulate trapping properties, pressure drop, durability and regenerating properties. This trap has a filter element made of plurality of flat or cylindrical filters. Longitudinally extending exhaust incoming and outgoing spaces are defined alternately between the adjacent filters by alternately closing the inlet and outlet ends of the spaces between the adjacent filters. Gas permeable reinforcing members are inserted in the exhaust outgoing spaces to prevent the filter from being deformed due to the difference between the pressure upstream and downstream of each filter produced when exhausts pass through the filters. Similar gas permeable reinforcing members may also be inserted in the exhaust incoming spaces or at both ends of the filter element to more positively prevent vibration of the filters.

A compression ignition type engine comprising an NO.sub.x arranged in its exhaust passage. This NO.sub.x absorbent absorbs NO.sub.x when the air-fuel ratio of the inflowing exhaust gas is lean and releases the absorbed NO.sub.x when the air-fuel ratio of the exhaust gas is rich. When NO.sub.x should be released from the NO.sub.x absorbent, the mean value of the air-fuel ratio in the combustion chamber is changed from lean to rich. At least at this time, use is made of fuel containing oxygen as the injected fuel.

Compression ignition type engine

A compression ignition engine comprising a fuel injector arranged in the combustion chamber. Fuel containing oxygen is used as the fuel injected from the fuel injector to the combustion chamber. The mean air-fuel ratio in the combustion chamber is feedback controlled to a stoichiometric air-fuel ratio based on an output signal of an O.sub.2 sensor. The NOx, HC, and CO produced at this time are removed by a three-way catalyst.

Direct injection type compression ignition engine and method of use

A compression-ignition type engine in which fuel is injected in a combustion chamber during the compression stroke or intake stroke before 60 degrees before top dead center of the compression stroke and in which the mean particle size of the fuel injected at that time is made a size in which the temperature of the particles reaches the boiling point of the main ingredient of the fuel, determined by the pressure in the combustion chamber, at substantially the top dead center of the compression stroke. At least when the engine is operating under a heavy load, the EGR ratio is made more than 40 percent and the air excess ratio is made approximately 1.0.

A process for burning fuel includes the following steps: burning a fuel; putting an inner shell formed in a course of soot formation into contact with other components in a combustion gas to promote a chemical reaction of the other components in the combustion gas prior to the formation of an outer shell; and at the same time, inhibiting the formation of the outer shell around the inner shell. By this process, the discharged NO.sub.x gas is reduced and the amount of discharged soot is decreased.

Process of fuel combustion

A compression-ignition type engine in which fuel is injected in a combustion chamber during the compression stroke or intake stroke before 60 degrees before top dead center of the compression stroke and in which the mean particle size of the fuel injected at that time is made a size in which the temperature of the fuel particles reaches the boiling point of the main fuel component, determined by the pressure in the combustion chamber, at substantially the top dead center of the compression stroke. After the injection and until about the top dead center of the compression stroke is reached, evaporation of the fuel by boiling from the fuel particles is prevented and the fuel of the fuel particles boils and evaporates and fuel is ignited and burnt after about the top dead center of the compression stroke.

Growing community of inventors

Gotemba, Japan

Hiromichi Yanagihara