JPH0635819B2 - Method for removing nitrogen oxides from diesel engine exhaust gas - Google Patents
Method for removing nitrogen oxides from diesel engine exhaust gasInfo
- Publication number
- JPH0635819B2 JPH0635819B2 JP2309690A JP2309690A JPH0635819B2 JP H0635819 B2 JPH0635819 B2 JP H0635819B2 JP 2309690 A JP2309690 A JP 2309690A JP 2309690 A JP2309690 A JP 2309690A JP H0635819 B2 JPH0635819 B2 JP H0635819B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust gas
- ammonia
- nitrogen oxides
- engine
- diesel engine
- 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.)
- Expired - Lifetime
Links
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 title claims description 180
- 239000007789 gas Substances 0.000 title claims description 86
- 238000000034 method Methods 0.000 title claims description 22
- QGZKDVFQNNGYKY-UHFFFAOYSA-N Ammonia Chemical compound N QGZKDVFQNNGYKY-UHFFFAOYSA-N 0.000 claims description 159
- 229910021529 ammonia Inorganic materials 0.000 claims description 79
- 239000000446 fuel Substances 0.000 claims description 23
- 239000003054 catalyst Substances 0.000 claims description 20
- 238000006243 chemical reaction Methods 0.000 description 10
- 238000002347 injection Methods 0.000 description 10
- 239000007924 injection Substances 0.000 description 10
- RTAQQCXQSZGOHL-UHFFFAOYSA-N Titanium Chemical compound [Ti] RTAQQCXQSZGOHL-UHFFFAOYSA-N 0.000 description 6
- 239000010936 titanium Substances 0.000 description 6
- 229910052719 titanium Inorganic materials 0.000 description 6
- 230000003197 catalytic effect Effects 0.000 description 4
- 230000008859 change Effects 0.000 description 4
- 239000000203 mixture Substances 0.000 description 4
- 239000000126 substance Substances 0.000 description 4
- 238000011144 upstream manufacturing Methods 0.000 description 4
- 241000264877 Hippospongia communis Species 0.000 description 3
- 238000002485 combustion reaction Methods 0.000 description 3
- 239000000428 dust Substances 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- CURLTUGMZLYLDI-UHFFFAOYSA-N Carbon dioxide Chemical compound O=C=O CURLTUGMZLYLDI-UHFFFAOYSA-N 0.000 description 2
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- XUIMIQQOPSSXEZ-UHFFFAOYSA-N Silicon Chemical compound [Si] XUIMIQQOPSSXEZ-UHFFFAOYSA-N 0.000 description 2
- 229910010413 TiO 2 Inorganic materials 0.000 description 2
- QCWXUUIWCKQGHC-UHFFFAOYSA-N Zirconium Chemical compound [Zr] QCWXUUIWCKQGHC-UHFFFAOYSA-N 0.000 description 2
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
- 239000003638 chemical reducing agent Substances 0.000 description 2
- 238000004140 cleaning Methods 0.000 description 2
- 238000012937 correction Methods 0.000 description 2
- 230000007423 decrease Effects 0.000 description 2
- 239000006185 dispersion Substances 0.000 description 2
- 230000001590 oxidative effect Effects 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 239000008188 pellet Substances 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 230000004043 responsiveness Effects 0.000 description 2
- 229910052710 silicon Inorganic materials 0.000 description 2
- 239000010703 silicon Substances 0.000 description 2
- 229910052726 zirconium Inorganic materials 0.000 description 2
- VHUUQVKOLVNVRT-UHFFFAOYSA-N Ammonium hydroxide Chemical compound [NH4+].[OH-] VHUUQVKOLVNVRT-UHFFFAOYSA-N 0.000 description 1
- 229910052684 Cerium Inorganic materials 0.000 description 1
- RYGMFSIKBFXOCR-UHFFFAOYSA-N Copper Chemical compound [Cu] RYGMFSIKBFXOCR-UHFFFAOYSA-N 0.000 description 1
- ZOKXTWBITQBERF-UHFFFAOYSA-N Molybdenum Chemical compound [Mo] ZOKXTWBITQBERF-UHFFFAOYSA-N 0.000 description 1
- 229910004298 SiO 2 Inorganic materials 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- GWEVSGVZZGPLCZ-UHFFFAOYSA-N Titan oxide Chemical compound O=[Ti]=O GWEVSGVZZGPLCZ-UHFFFAOYSA-N 0.000 description 1
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 description 1
- 229910021536 Zeolite Inorganic materials 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 235000011114 ammonium hydroxide Nutrition 0.000 description 1
- VBIXEXWLHSRNKB-UHFFFAOYSA-N ammonium oxalate Chemical compound [NH4+].[NH4+].[O-]C(=O)C([O-])=O VBIXEXWLHSRNKB-UHFFFAOYSA-N 0.000 description 1
- 150000003863 ammonium salts Chemical class 0.000 description 1
- 239000004202 carbamide Substances 0.000 description 1
- 229910002092 carbon dioxide Inorganic materials 0.000 description 1
- 239000001569 carbon dioxide Substances 0.000 description 1
- 238000006555 catalytic reaction Methods 0.000 description 1
- 210000002421 cell wall Anatomy 0.000 description 1
- GWXLDORMOJMVQZ-UHFFFAOYSA-N cerium Chemical compound [Ce] GWXLDORMOJMVQZ-UHFFFAOYSA-N 0.000 description 1
- 229910017052 cobalt Inorganic materials 0.000 description 1
- 239000010941 cobalt Substances 0.000 description 1
- GUTLYIVDDKVIGB-UHFFFAOYSA-N cobalt atom Chemical compound [Co] GUTLYIVDDKVIGB-UHFFFAOYSA-N 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 229910052802 copper Inorganic materials 0.000 description 1
- 239000010949 copper Substances 0.000 description 1
- HNPSIPDUKPIQMN-UHFFFAOYSA-N dioxosilane;oxo(oxoalumanyloxy)alumane Chemical compound O=[Si]=O.O=[Al]O[Al]=O HNPSIPDUKPIQMN-UHFFFAOYSA-N 0.000 description 1
- 230000002349 favourable effect Effects 0.000 description 1
- 239000000945 filler Substances 0.000 description 1
- 239000008187 granular material Substances 0.000 description 1
- 230000009931 harmful effect Effects 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- WPBNNNQJVZRUHP-UHFFFAOYSA-L manganese(2+);methyl n-[[2-(methoxycarbonylcarbamothioylamino)phenyl]carbamothioyl]carbamate;n-[2-(sulfidocarbothioylamino)ethyl]carbamodithioate Chemical compound [Mn+2].[S-]C(=S)NCCNC([S-])=S.COC(=O)NC(=S)NC1=CC=CC=C1NC(=S)NC(=O)OC WPBNNNQJVZRUHP-UHFFFAOYSA-L 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 229910052750 molybdenum Inorganic materials 0.000 description 1
- 239000011733 molybdenum Substances 0.000 description 1
- 238000012856 packing Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
- 239000004071 soot Substances 0.000 description 1
- -1 spheres Substances 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 229910052718 tin Inorganic materials 0.000 description 1
- OGIDPMRJRNCKJF-UHFFFAOYSA-N titanium oxide Inorganic materials [Ti]=O OGIDPMRJRNCKJF-UHFFFAOYSA-N 0.000 description 1
- WFKWXMTUELFFGS-UHFFFAOYSA-N tungsten Chemical compound [W] WFKWXMTUELFFGS-UHFFFAOYSA-N 0.000 description 1
- 229910052721 tungsten Inorganic materials 0.000 description 1
- 239000010937 tungsten Substances 0.000 description 1
- 229910052720 vanadium Inorganic materials 0.000 description 1
- LEONUFNNVUYDNQ-UHFFFAOYSA-N vanadium atom Chemical compound [V] LEONUFNNVUYDNQ-UHFFFAOYSA-N 0.000 description 1
- 239000010457 zeolite Substances 0.000 description 1
Classifications
-
- 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
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Exhaust Gas After Treatment (AREA)
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明はディーゼルエンジン排ガス中の窒素酸化物除去
方法に関するものである。詳しく述べると、ディーゼル
エンジンの働きを阻害せずに、その排出される排ガスの
性状の変動に対して、窒素酸化物を除去できると同時
に、窒素酸化物除去後の排ガス中に含まれるアンモニア
を極力制御することができる窒素酸化物の除去方法に関
するものである。Description: TECHNICAL FIELD The present invention relates to a method for removing nitrogen oxides from a diesel engine exhaust gas. More specifically, nitrogen oxides can be removed against fluctuations in the properties of the exhaust gas that is emitted without impeding the operation of the diesel engine, and at the same time ammonia contained in the exhaust gas after removal of nitrogen oxides is removed as much as possible. The present invention relates to a method for removing nitrogen oxides that can be controlled.
（従来の技術） 従来、酸化雰囲気下における窒素酸化物除去方法として
はアンモニアを還元剤として用いる選択還元脱硝法が、
排ガス中の酸素濃度の影響を受けずに窒素酸化物とアン
モニアが選択的に反応するために、酸化雰囲気下におい
ても効果的な方法とされ、火力発電プラントのボイラ及
び加熱炉等の固定発生源の排気ガス浄化に広く適用され
てきた。(Prior Art) Conventionally, a selective reduction denitration method using ammonia as a reducing agent has been used as a method for removing nitrogen oxides in an oxidizing atmosphere.
Since nitrogen oxides and ammonia react selectively without being affected by the oxygen concentration in the exhaust gas, it is an effective method even in an oxidizing atmosphere, and is a fixed source for boilers and heating furnaces of thermal power plants. It has been widely applied to exhaust gas purification.
一方、内燃機関からの排ガス中の窒素酸化物の低減につ
いても、アンモニア選択還元法が適用された例が種々開
示されている。例えば、燃料消費量に比例させて、アン
モニアを排ガス中に供給し、得られる混合ガスをペレッ
ト状触媒を充填した反応器に通過させて、窒素酸化物を
除去する方法（特公昭58−51001号公報参照）等が開示
されている。On the other hand, various examples of applying the ammonia selective reduction method have also been disclosed for reducing nitrogen oxides in exhaust gas from an internal combustion engine. For example, a method of supplying ammonia in the exhaust gas in proportion to the fuel consumption and passing the resulting mixed gas through a reactor filled with a pellet catalyst to remove nitrogen oxides (Japanese Patent Publication No. 58-51001). (See gazette) and the like are disclosed.
しかし、ディーゼルエンジンの場合、ボイラーに比べて
エンジン負荷の変動が著しく、それに伴って排ガス量お
よび窒素酸化物濃度が急激に変化するために、この変化
に連動させて、過不足なくアンモニアを厳密に制御する
ことは、前記の従来の技術では十分といえず、それ故排
ガス中の窒素酸化物を高い効率で除去すると同時に、排
出アンモニアを極力制御するという点において問題が残
されているといえる。However, in the case of a diesel engine, the engine load fluctuates significantly compared to a boiler, and the exhaust gas amount and nitrogen oxide concentration change rapidly with it. Controlling cannot be said to be sufficient with the above-mentioned conventional techniques, and therefore, it can be said that there remains a problem in that nitrogen oxides in exhaust gas are removed with high efficiency and, at the same time, exhaust ammonia is controlled as much as possible.
又、排ガス中の窒素酸化物の除去率は反応器における反
応効率と関係していて、両者の関係はほぼ比例してい
る。そして、この反応効率を高めるには、排ガス中に供
給されたアンモニアが同ガス中の窒素酸化物と均一に混
合されることが重要である。The removal rate of nitrogen oxides in the exhaust gas is related to the reaction efficiency in the reactor, and the relationship between the two is almost proportional. Then, in order to increase the reaction efficiency, it is important that the ammonia supplied into the exhaust gas be uniformly mixed with the nitrogen oxide in the same gas.
そのために一般的には、バッフルプレート，ベンチュリ
ーや充填物等による混合法が採用されており、又、過給
機との間における反応器上流側の排気管に多数のノズル
口を設けてアンモニアを供給する方法や、アンモニアの
供給口を噴射ノズルにして供給する方法が用いられてい
るものの、その混合される方法や装置がウンジンそのも
のに弊害をもたらすものであってはならない。For that purpose, generally, a mixing method using a baffle plate, a venturi, a packing, etc. is adopted, and a large number of nozzle ports are provided in the exhaust pipe on the upstream side of the reactor with the supercharger to remove ammonia. Although the method of supplying and the method of supplying by supplying the ammonia with the injection port as the injection nozzle are used, the mixing method and the apparatus should not cause a harmful effect on the unsin itself.
この点においてバッフルプレートやベンチュリー或いは
充填剤を用いる混合法では、圧力損失が大きい為にディ
ーゼルエンジンにおけるエンジン出力の低下を招き、エ
ンジンの燃費が悪くなり、エンジンそのものに弊害をも
たらす。In this respect, the mixing method using a baffle plate, a venturi, or a filler causes a large pressure loss, which leads to a reduction in engine output in a diesel engine, which deteriorates the fuel efficiency of the engine and causes an adverse effect on the engine itself.
又、過給器との間における反応器上流側の排ガス流路内
に多数のノズルを設けてアンモニアを供給する混合法で
は、排ガス中にアンモニアを均一に混合させることが難
しく、脱硝用触媒上における排ガス中の窒素酸化物の除
去効率は低下するだけで高くなることはなく、反応効率
が高いとは言い難い。In addition, in the mixing method in which a large number of nozzles are provided in the exhaust gas flow path on the upstream side of the reactor with the supercharger to supply ammonia, it is difficult to mix the ammonia in the exhaust gas uniformly, and it The removal efficiency of nitrogen oxides in the exhaust gas does not increase but only increases, and it cannot be said that the reaction efficiency is high.
又、噴射ノズルからアンモニアを供給する混合法でも、
その噴射口に排ガス中に含まれているダストが付着し
て、ノズルが塞がれる形になるため、アンモニアが閉塞
する場合もあって、頻繁なノズル掃除或いはノズル交換
が要求される。Also, in the mixing method of supplying ammonia from the injection nozzle,
Since the dust contained in the exhaust gas adheres to the injection port and the nozzle is blocked, ammonia may be blocked, and frequent nozzle cleaning or nozzle replacement is required.
さらに、比較的小型のディーゼエンジンの場合では、そ
の排ガス処理システムが安価であることも重要である。Furthermore, in the case of a relatively small diesel engine, it is also important that the exhaust gas treatment system is inexpensive.
（発明が解決しようとする問題点） 本発明の目的はディーゼルエンジン排ガス中の窒素酸化
物をアンモニアと脱硝用触媒に至るまでに事前に十分均
一に混合させた後に触媒と接触させて、エンジンの働き
を阻害することなく、反応器における反応効率を高め、
排ガス性状の急激な変動に対しても窒素酸化物を効率良
く除去でき且つエンジン燃焼性能の変化による窒素酸化
物量の変化にも対応できると同時に窒素酸化物除去後に
含まれるアンモニアを極力制御でき、しかも経済的に安
価に行なえるディーゼルエンジン排ガス中の窒素酸化物
除去方法を提供することにある。(Problems to be Solved by the Invention) An object of the present invention is to thoroughly mix nitrogen oxides in exhaust gas of a diesel engine with ammonia in advance before reaching a catalyst for denitration, and then contact the catalyst to obtain a catalyst for the engine. Increase the reaction efficiency in the reactor without hindering the work,
Nitrogen oxides can be efficiently removed even with rapid changes in exhaust gas properties, and changes in the amount of nitrogen oxides due to changes in engine combustion performance can be handled, and at the same time ammonia contained after removal of nitrogen oxides can be controlled as much as possible. An object of the present invention is to provide a method for economically and inexpensively removing nitrogen oxides from a diesel engine exhaust gas.
（問題点を解決するための手段） 本発明は上記目的の達成のため、第一発明では、排ガス
流路途中に過給機を有するディーゼルエンジンの排ガス
中の窒素酸化物をアンモニアの存在下に反応器内で接触
を用いて還元除去するにあたり、エンジンの燃料消費量
（単位時間当りの燃料の消費量）そして吸入空気の湿度
をそれぞれ測定し、エンジンの燃料消費量の測定値並び
に吸入空気の湿度と窒素酸化物量がほぼ比例する関係に
基づいてアンモニアを流量制御し、過給機の排ガス入口
側に供給することを特徴とする。(Means for Solving the Problems) In order to achieve the above object, the present invention provides, in the first invention, nitrogen oxides in the exhaust gas of a diesel engine having a supercharger in the exhaust gas passage in the presence of ammonia. When reducing and removing using contact in the reactor, the fuel consumption of the engine (fuel consumption per unit time) and the humidity of the intake air are measured respectively, and the measured value of the fuel consumption of the engine and the intake air It is characterized in that the flow rate of ammonia is controlled on the basis of the relationship in which the humidity and the amount of nitrogen oxides are substantially proportional, and the ammonia is supplied to the exhaust gas inlet side of the supercharger.
そして第二発明では、排ガス流路途中に過給機を有する
ディーゼルエンジンの排ガス中の窒素酸化物をアンモニ
アの存在下に反応器内で接触を用いて還元除去するにあ
たり、エンジンの燃料消費量，エンジン給気温度そして
吸入空気の湿度をそれぞれ測定し、エンジンの燃料消費
量及びエンジン給気温度の測定値並びに吸入空気の湿度
と窒素酸化物量がほぼ比例する関係に基づいてアンモニ
アを流量制御し、過給機の排ガス入口側に供給すること
を特徴とする。And in the second invention, in reducing the nitrogen oxides in the exhaust gas of a diesel engine having a supercharger in the middle of the exhaust gas flow path by contact in the presence of ammonia in the reactor, the fuel consumption of the engine, The engine supply air temperature and the intake air humidity are measured respectively, and the flow rate of ammonia is controlled based on the measured values of the engine fuel consumption and the engine supply air temperature and the relationship between the intake air humidity and the amount of nitrogen oxides, It is characterized in that the gas is supplied to the exhaust gas inlet side of the supercharger.
本発明者等が検討したところによると、ディーゼルエン
ジンから排出される窒素酸化物の総量は第１および第２
図に示す如く、燃料消費量及びエンジンの給気温度にほ
ぼ比例して増減するが、更に、第３図に示す如く吸入空
気の湿度にも比例してそれぞれ減少及び増加することが
知見された。According to a study made by the present inventors, the total amount of nitrogen oxides discharged from the diesel engine is the first and the second.
As shown in the figure, it was found that the fuel consumption increases and decreases almost in proportion to the air supply temperature of the engine, but further decreases and increases in proportion to the humidity of the intake air as shown in FIG. .
すなわち、第１図に示す如く窒素酸化物の排出量は燃料
消費量に比例するために、燃料消費量に対応してアンモ
ニアを供給することによりアンモニア供給量を制御する
ことが可能であるが、窒素酸化物濃度は大気条件すなわ
ちエンジンの給気温度のみならず吸入空気の湿度等によ
っても大きく影響を受けるために、これ等の給気温度及
び吸入空気の湿度を測定して、その測定値に基づいて、
窒素酸化物排出量をさらに補正することが重要である。That is, as shown in FIG. 1, since the emission amount of nitrogen oxides is proportional to the fuel consumption amount, it is possible to control the ammonia supply amount by supplying ammonia corresponding to the fuel consumption amount. The nitrogen oxide concentration is greatly affected not only by the atmospheric conditions, that is, the intake air temperature of the engine, but also by the humidity of the intake air, etc. On the basis of,
Further correction of nitrogen oxide emissions is important.
したがって、エンジンから排出される窒素酸化物の総量
は燃料消費量，吸入空気の湿度を、また加えてエンジン
給気温度を測定して直接に求め得た窒素酸化物総排出量
に比例してアンモニア供給量を決定する。Therefore, the total amount of nitrogen oxides emitted from the engine is proportional to the total amount of nitrogen oxides that can be directly obtained by measuring the fuel consumption amount, the humidity of the intake air, and the engine supply air temperature. Determine the supply.
それにより、窒素酸化物の排出量および濃度が急激に変
化しても、その排出量および濃度に比例して、時間的な
遅れがなく最適量のアンモニアを正確に供給し、排ガス
中の窒素酸化物を効果的に除去できること、および窒素
酸化物除去後の排ガス中における残留アンモニアを極力
抑止できることを確認したものである。As a result, even if the amount and concentration of nitrogen oxides change drastically, the optimum amount of ammonia can be accurately supplied with no time delay in proportion to the amount and concentration of nitrogen oxides, and It was confirmed that the substances can be effectively removed and that the residual ammonia in the exhaust gas after removing the nitrogen oxides can be suppressed as much as possible.
又、その流量制御されたアンモニアを過給機の排ガス入
口側内に供給することにより、排ガス中の窒素酸化物と
アンモニアを反応器に至るまでに事前に十分混合して、
反応効率を高めると共に窒素酸化物の除去効率をさらに
アップできることを確認したものである。Further, by supplying the ammonia whose flow rate is controlled into the exhaust gas inlet side of the supercharger, the nitrogen oxides and ammonia in the exhaust gas are sufficiently mixed in advance to reach the reactor,
It was confirmed that the reaction efficiency can be increased and the nitrogen oxide removal efficiency can be further improved.
（作用） アンモニアの供給量が、エンジンの燃料消費量と吸入空
気の湿度とさらには給器温度の測定値に基づいて求めた
排ガス中の窒素酸化物の量および濃度に比例して決定さ
れて、排ガス中における窒素酸化物の総量に対してより
正確な最適量のアンモニアが排ガス流路における過給機
の排ガス入口側に応答性良く供給され、過給機を通過す
る過程で十分且つ均一に混合された後に反応器に流れ
る。(Function) The supply amount of ammonia is determined in proportion to the amount and concentration of nitrogen oxides in the exhaust gas obtained based on the measured values of the fuel consumption of the engine, the humidity of the intake air and the temperature of the feeder. A more accurate and optimal amount of ammonia with respect to the total amount of nitrogen oxides in the exhaust gas is supplied to the exhaust gas inlet side of the supercharger in the exhaust gas flow path with good responsiveness, and is sufficiently and uniformly in the process of passing through the supercharger. After mixing, it flows into the reactor.
それにより、ディーゼルエンジンの働きが阻害されず
に、反応器における反応効率が高効率化された状態で、
エンジン負荷に対応して常時効率的に窒素酸化物の除去
が行なわれ且つ同除去後におけるアンモニアの残留が極
力抑止されていることになる。As a result, the operation of the diesel engine is not hindered, and the reaction efficiency in the reactor is increased,
This means that nitrogen oxides are always removed efficiently according to the engine load, and the residual ammonia after the removal is suppressed as much as possible.
（実施例） 以下、本発明を詳細に説明する。(Example) Hereinafter, the present invention will be described in detail.
第４図に示しているエンジン本体（１）に備えた排ガス
浄化装置（Ａ）は本発明の第１発明を実施するのに開発
したものを例示しており、エンジン本体（１）のマニホ
ールド（２）と連通状の排気管（３）には吸入空気圧縮
用の過給機（４）と反応器（５）とが設けられている。The exhaust gas purifying apparatus (A) provided in the engine body (1) shown in FIG. 4 illustrates the one developed for carrying out the first invention of the present invention, and the manifold (of the engine body (1) ( An exhaust pipe (3) communicating with 2) is provided with a supercharger (4) for intake air compression and a reactor (5).
この過給機（４）はエンジンの出力を増加可能に、排気
ガスの圧力を利用してエンジンに供給する空気を圧縮す
る公知の機構構造のもので、排ガス流路（3a）側のター
ビン翼と給気側のブロワー翼とが軸で連結されていて、
排ガス流路（3a）側のタービン翼が排ガスの圧力で回転
することにより給気側のブロワー翼も回転してエンジン
の吸入空気を圧縮するようにしている。The supercharger (4) has a known mechanical structure that can increase the output of the engine and compresses the air supplied to the engine by using the pressure of exhaust gas. The turbine blade on the exhaust gas passage (3a) side And the blower blade on the air supply side are connected by a shaft,
When the turbine blade on the exhaust gas passage (3a) side is rotated by the pressure of the exhaust gas, the blower blade on the intake side also rotates to compress the intake air of the engine.
又、排気管（３）における過給機（４）の上流側の排ガ
ス流路（3a）に設置されたアンモニア注入ノズル（６）
にはアンモニア輸送管（７）が接続され、このアンモニ
ア輸送管（７）にはアンモニア調整弁（８）およびアン
モニア流量計（９）が設けられていると共にアンモニア
容器（10）が接続されている。Further, an ammonia injection nozzle (6) installed in the exhaust gas flow path (3a) upstream of the supercharger (4) in the exhaust pipe (3).
Is connected to an ammonia transport pipe (7), and the ammonia transport pipe (7) is provided with an ammonia adjusting valve (8) and an ammonia flow meter (9) and is also connected to an ammonia container (10). .
そして、エンジン本体（１）に供給される燃料の消費量
を測定する燃料流量計（11）とエンジン本体（１）の吸
入空気の湿度を測定する湿度検出器（12）は演算器（1
3）に連絡され、この演算器（13）は比率設定器（14）
およびアンモニア流量制御器（15）を通じてアンモニア
調整弁（８）と連絡している。The fuel flow meter (11) for measuring the amount of fuel supplied to the engine body (1) and the humidity detector (12) for measuring the humidity of the intake air of the engine body (1) are the calculator (1
3), this calculator (13) is the ratio setter (14)
And, it is connected to the ammonia adjusting valve (8) through the ammonia flow rate controller (15).
すなわち、エンジン本体（１）の負荷量に応答して、燃
料流量計（11）と吸入空気の湿度検出器（12）からの各
信号を演算器（13）に入力する。演算器（13）におい
て、窒素酸化物の総排出量を算出し、この信号を比率設
定器（14）に入出し、比率設定器（14）で予め設定され
たアンモニア／窒素酸化物比により供給するアンモニア
量を決定する。That is, each signal from the fuel flow meter (11) and the intake air humidity detector (12) is input to the calculator (13) in response to the load amount of the engine body (1). The calculator (13) calculates the total amount of nitrogen oxides discharged, and outputs this signal to and from the ratio setter (14) and supplies it at the ammonia / nitrogen oxide ratio preset by the ratio setter (14). Determine the amount of ammonia to use.
そして、該比率設定器（14）の出力はアンモニア流量信
号として、アンモニア流量制御器（15）に入力され、ア
ンモニア調整弁（８）の開閉を制御し、過給機（４）を
経て反応器（５）に流れ込む排ガスに混入されるアンモ
ニア量を制御する。The output of the ratio setter (14) is input to the ammonia flow rate controller (15) as an ammonia flow rate signal to control the opening and closing of the ammonia adjusting valve (8), and the reactor via the supercharger (4). The amount of ammonia mixed in the exhaust gas flowing into (5) is controlled.
排ガスはマニホールド（２）から排気管（３）および途
中の過給機（４）を経て、脱硝用触媒（16）を充填した
反応器（５）に流れる。The exhaust gas flows from the manifold (2) through the exhaust pipe (3) and the supercharger (4) on the way to the reactor (5) filled with the denitration catalyst (16).
アンモニアはアンモニア容器（10）よりアンモニア輸送
管（７）を経て、アンモニア調整弁（８）で最適な流量
に制御され、排ガス流路（3a）における過給機（４）の
上流側において、アンモニア注入ノズル（６）により排
ガス中に混入され、過給機（４）のタービン翼で排ガス
と十分に混合攪拌され、必要によりガス分散板（17）に
より、混合分散された後、反応器（５）に至り、触媒
（16）を通過して、排ガス中の窒素酸化物を還元除去す
る。Ammonia is controlled from the ammonia container (10) through the ammonia transport pipe (7) to the optimum flow rate by the ammonia adjusting valve (8), and is discharged at the upstream side of the supercharger (4) in the exhaust gas flow path (3a). After being mixed into the exhaust gas by the injection nozzle (6), sufficiently mixed and stirred with the exhaust gas by the turbine blade of the supercharger (4), and if necessary mixed and dispersed by the gas dispersion plate (17), the reactor (5) ) And passing through the catalyst (16) to reduce and remove nitrogen oxides in the exhaust gas.
第５図に示しているエンジン本体（１）に備えた排ガス
浄化装置（Ａ1 ）は本発明の第２発明を実施するのに開
発したものを例示しており、その構成は第５図に例示し
た排ガス浄化装置（Ａ）と基本的に同構成のものである
ため、共通する構成については説明を省略し、相違する
構成について以下に説明する。The exhaust gas purifying apparatus (A 1 ) provided in the engine body (1) shown in FIG. 5 exemplifies the one developed to carry out the second invention of the present invention, and its configuration is shown in FIG. Since the exhaust gas purifying apparatus (A) has the basically same configuration, the description of the common configuration will be omitted and the different configuration will be described below.
排気管ガスタービン（４）をエンジン本体（１）と連絡
する給気管（18）には給気温度検出器（19）が設けら
れ、この給気温度検出器（19）は燃料流量計（11）およ
び湿度検出器（12）と同様に演算器（13）に連絡されて
いる。An air supply temperature detector (19) is provided in an air supply pipe (18) that connects the exhaust pipe gas turbine (4) to the engine body (1). The air supply temperature detector (19) is a fuel flow meter (11). ) And the humidity detector (12) as well as the calculator (13).
この排ガス浄化装置（Ａ1 ）はエンジン本体（１）の負
荷量に応答して、燃料流量計（11）と湿度検出器（12）
と給気温度検出器（19）からの各信号を演算器（13）に
入力する。演算器（13）は窒素酸化物の総排出量を演算
しこの信号を比率設定器（14）に入力し、比率設定器
（14）で予め設定されたアンモニア／窒素酸化物比によ
り供給するアンモニア量を決定する。この比率設定器
（14）の出力はアンモニア流量信号としてアンモニア流
量制御器（15）に入力され、アンモニア調整弁（８）の
開閉を制御し、反応器（５）に流れ込む排ガスに混入さ
れるアンモニア量を制御する。それにより、アンモニア
はアンモニア調整弁（８）で最適な流量に制御されて、
排ガス流路（3a）における過給機（４）の入口側におい
て、アンモニア注入ノズル（６）により排ガス中に混入
され、過給機（４）のタービン翼で排ガスと十分に混合
攪拌され、必要によりガス分散板（17）により、混合分
散された後、反応器（５）に至り、触媒（16）を通過し
て、排ガス中の窒素酸化物を還元除去する。This exhaust gas purifying device (A 1 ) responds to the load of the engine body (1) by responding to a fuel flow meter (11) and a humidity detector (12).
And each signal from the supply air temperature detector (19) is input to the calculator (13). The calculator (13) calculates the total emission of nitrogen oxides, inputs this signal to the ratio setter (14), and supplies ammonia according to the ammonia / nitrogen oxide ratio preset by the ratio setter (14). Determine the amount. The output of the ratio setter (14) is input to the ammonia flow rate controller (15) as an ammonia flow rate signal, controls the opening and closing of the ammonia adjusting valve (8), and is mixed with the exhaust gas flowing into the reactor (5). Control the amount. As a result, ammonia is controlled to an optimum flow rate by the ammonia adjusting valve (8),
At the inlet side of the supercharger (4) in the exhaust gas flow path (3a), it is mixed into the exhaust gas by the ammonia injection nozzle (6) and sufficiently mixed and stirred with the exhaust gas by the turbine blades of the supercharger (4). After being mixed and dispersed by the gas dispersion plate (17), it reaches the reactor (5) and passes through the catalyst (16) to reduce and remove nitrogen oxides in the exhaust gas.
又、本発明において、用いられる触媒の形状としては、
ペレット状，球状，粒状，板状，パイプ状及びハニカム
状等が挙げられる。Further, in the present invention, the shape of the catalyst used is
Examples include pellets, spheres, granules, plates, pipes and honeycombs.
特に、幾何学的表面積が大きいため必要触媒量が少なく
て済み、又触媒層の圧力損失が小さいという理由でハニ
カム状が好ましい。In particular, the honeycomb shape is preferable because the required catalyst amount is small because the geometric surface area is large and the pressure loss of the catalyst layer is small.
本発明の対象となる触媒組成については、特に限定すべ
き理由はないが、チタンを主成分とする触媒やゼオライ
ト系触媒が好ましい。The catalyst composition to be the subject of the present invention is not particularly limited, but a catalyst containing titanium as a main component or a zeolite-based catalyst is preferable.
特に、チタンを含む酸化物をＡ成分とし、これが60〜9
9.5重量％含まれ、バナジウム，タングステン，モリブ
デン，マンガン，銅，鉄，コバルト，セリウム、及びス
ズよりなる群から選ばれた少なくとも一種の元素の酸化
物をＢ成分とし、これが0.5〜40重量％の範囲に含まれ
てなる触媒が好ましい結果を与える。In particular, the oxide containing titanium is used as the A component, and this is 60 to 9
An oxide of at least one element selected from the group consisting of vanadium, tungsten, molybdenum, manganese, copper, iron, cobalt, cerium, and tin, which is 9.5 wt%, is used as the B component, and this is 0.5 to 40 wt%. A catalyst comprised in the range gives favorable results.
触媒Ａ成分はチタンを含む酸化物であれば好ましい結果
を与え、例えば酸化チタン、チタンとケイ素の二元系複
合酸化物（以下、TiＯ2 −SiＯ2 とする）。チタンとジ
ルコニウムの二元系複合酸化物、チタン，ケイ素及びジ
ルコニウムからなる三元系複合酸化物等が挙げられる。
Ａ成分の比表面積は10m2／ｇ以上、特に20m2／ｇ以上が
好ましい結果を与える。The catalyst A component gives preferable results if it is an oxide containing titanium. For example, titanium oxide, a binary complex oxide of titanium and silicon (hereinafter referred to as TiO 2 —SiO 2 ). Examples thereof include a binary complex oxide of titanium and zirconium, and a ternary complex oxide composed of titanium, silicon and zirconium.
The specific surface area of the component A is preferably 10 m 2 / g or more, more preferably 20 m 2 / g or more.
本発明に使用される還元剤としては、アンモニアガス，
アンモニア水、その他の尿素やショウ酸アンモニウムの
ように熱分解してアンモニアになるアンモニウム塩等が
用いられる。The reducing agent used in the present invention includes ammonia gas,
Ammonia water, other ammonium salts such as urea and ammonium oxalate that are thermally decomposed to ammonia are used.
本発明の対象となるディーゼルエンジンから排出される
排ガスの組成としては、通常、アンモニア10〜1,000pp
m、酸素２〜21容量％、炭酸ガス５〜15容量％、水分５
〜15容量％、煤塵０．０２〜１ｇ／Ｎｍ３、及び窒素酸
化物 200〜3,000ppm程度に含有するものであるが、ディ
ーゼルエンジンやガスエンジン等の内燃機関から排出さ
れる排ガスであれば良く、特に組成範囲を限定するもの
ではない。The composition of the exhaust gas emitted from the diesel engine that is the subject of the present invention is usually 10 to 1,000 pp of ammonia.
m, oxygen 2-21% by volume, carbon dioxide 5-15% by volume, moisture 5
˜15% by volume, soot and dust of 0.02 to 1 g / Nm 3 , and nitrogen oxides of about 200 to 3,000 ppm, but any exhaust gas emitted from an internal combustion engine such as a diesel engine or a gas engine may be used. The composition range is not particularly limited.
処理条件としては、反応温度が 150℃〜 650℃、特に 2
00℃〜 600℃が好ましい。The processing conditions include a reaction temperature of 150 ° C to 650 ° C, especially 2
00 ° C to 600 ° C is preferable.
空間速度は2,000〜100,000hr-1、特に5,000〜50,000hr-
1の範囲が好ましい。Space velocity is 2,000-100,000hr-1, especially 5,000-50,000hr-
A range of 1 is preferred.
アンモニアの添加量は窒素酸化物１容量部に対して０．
３〜１．２容量部が好ましいが、通常、未反応アンモニ
アを極力抑制する必要があるためにアンモニア／窒素酸
化物のモル比を１以下として使用されることが特に好ま
しい。The amount of ammonia added was 0.
3 to 1.2 parts by volume is preferable, but since it is usually necessary to suppress unreacted ammonia as much as possible, it is particularly preferable to use an ammonia / nitrogen oxide molar ratio of 1 or less.
以下に具体例を挙げて本発明をさらに詳細に説明する
が、本発明はこれら具体例のみに限定されるものではな
い。Hereinafter, the present invention will be described in more detail with reference to specific examples, but the present invention is not limited to these specific examples.
具体例Ｉ 第４図に例示した排ガス浄化装置（Ａ）を用い、発電用
のディーゼルエンジンの排気管（３）と連通状の反応器
（５）にはＶ2 Ｏ5 ２重量％、ＷＯ3 ７重量％を含有す
るTiＯ2 系ハニカム触媒（ 150mm角相当直径３．２mm、
セル肉厚０．５mm、長さ 450mm）を６×６本２層に充填
した。Specific Example I Using the exhaust gas purifying apparatus (A) illustrated in FIG. 4, a reactor (5) communicating with the exhaust pipe (3) of a diesel engine for power generation has V 2 O 5 2% by weight, WO 3 TiO 2 type honeycomb catalyst containing 7% by weight (diameter equivalent to 150 mm square 3.2 mm,
A cell wall thickness of 0.5 mm and a length of 450 mm) was filled in 2 layers of 6 × 6 pieces.
同装置（Ａ）により、アンモニア／窒素酸化物のモル比
が0.85になるように演算器（13）、及び比率設定器（1
4）を作動させてアンモニアを排気管内の排ガス中に注
入し、排ガス処理量3500〜5500Ｎ／hr、排ガス温度 380
〜 430℃入口窒素酸化物濃度 700〜950ppm、の範囲に変
動させてエンジンを運転した。Using the same device (A), a calculator (13) and a ratio setter (1) are used so that the ammonia / nitrogen oxide molar ratio becomes 0.85.
4) is activated to inject ammonia into the exhaust gas in the exhaust pipe, and the exhaust gas treatment rate is 3500 to 5500 N / hr and the exhaust gas temperature is 380.
The engine was operated by changing the concentration of nitrogen oxides at the inlet of 430 ° C to 700 to 950 ppm.
その時の脱硝率は83〜86％、反応器出口における排ガス
中のアンモニア濃度は０．５〜１．０ppmであった。At that time, the denitration rate was 83 to 86%, and the ammonia concentration in the exhaust gas at the reactor outlet was 0.5 to 1.0 ppm.
具体例II 第５図に例示した排ガス浄化装置（Ａ1 ）を用い、具体
例Ｉと同様の方法で脱硝反応を行なった。Specific Example II Using the exhaust gas purifying apparatus (A 1 ) illustrated in FIG. 5, the denitration reaction was performed in the same manner as in Specific Example I.
この時の脱硝率は82〜85％、反応器出口における排ガス
中のアンモニア濃度は０．４〜１．１ppmであった。At this time, the denitration rate was 82 to 85%, and the ammonia concentration in the exhaust gas at the reactor outlet was 0.4 to 1.1 ppm.
比較例１ 第４図に示した排ガス浄化装置（Ａ）において湿度検出
器(12)を設置しないこと以外は全て具体例１と同様の方
法で脱硝試験を行った。Comparative Example 1 A denitration test was conducted in the same manner as in Example 1 except that the humidity detector (12) was not installed in the exhaust gas purifying apparatus (A) shown in FIG.
この時の脱硝率は77〜82％、反応器出口における排ガス
中のアンモニア濃度は０．５〜3.5ppmであり、具体例１
に比較して、吸入空気中の湿度による補正を行わないた
めに、エンジンの負荷変動に対する応答性が悪く脱硝率
も低い値であった。At this time, the denitration rate was 77 to 82%, and the ammonia concentration in the exhaust gas at the reactor outlet was 0.5 to 3.5 ppm.
Compared with the above, since the correction by the humidity in the intake air is not performed, the responsiveness to the load fluctuation of the engine is poor and the denitration rate is low.
具体例Ｉ及び具体例II記載の脱硝方法は脱硝率の変動幅
が少なく窒素酸化物を高効率で除去できると同時に、二
次公害となり得るアンモニアの放出も極めて少なく又、
その反応器における反応効率も、事前に排ガス中の窒素
酸化物とアンモニアが十分に均一に混合されていること
により脱硝用触媒上での反応効率が高くて優れた方法で
ある。In the denitration method described in Examples I and II, the fluctuation range of the denitration rate is small and nitrogen oxides can be removed with high efficiency, and at the same time, the emission of ammonia which may cause secondary pollution is extremely small.
The reaction efficiency in the reactor is also an excellent method because the reaction efficiency on the denitration catalyst is high because the nitrogen oxides and ammonia in the exhaust gas are sufficiently uniformly mixed in advance.
（発明の効果） したがって、本発明によれば次の利点がある。(Effects of the Invention) Therefore, according to the present invention, there are the following advantages.
排ガス性状の急激な変化およびエンジンの負荷の変動
にともなう窒素酸化物量の急激な変化に迅速に応答し
て、窒素酸化物を高いレベルで効率よく除去することが
でき、しかも窒素酸化物除去後の排ガスとともに放出さ
れる同ガス中のアンモニア量を最小限に抑止できて二次
公害の心配もなく実用上の利益大である。Nitrogen oxides can be efficiently removed at a high level in response to a rapid change in exhaust gas properties and a rapid change in the amount of nitrogen oxides accompanying changes in the load of the engine. The amount of ammonia released along with the exhaust gas can be suppressed to a minimum, and there is no concern about secondary pollution, which is a great practical benefit.
請求項１により、特に二項目の測定因子で前記の効果
を得ることができ、装置の省力化に有効である。According to claim 1, the above-mentioned effects can be obtained with the two measurement factors, which is effective for labor saving of the apparatus.
ディーゼルエンジンに対し新たな圧力損失を生じさせ
ることがないからディーゼルエンジンの出力を低下せし
めることがない。Since no new pressure loss is generated for the diesel engine, the output of the diesel engine is not reduced.
アンモニア供給口の注入ノズルを任意の大きさに選択
できることにより、排ガス中のダストにより注入ノズル
が閉塞する心配も解消され掃除等のメンテナンスも不用
である。Since the injection nozzle of the ammonia supply port can be selected to have an arbitrary size, the concern that the injection nozzle is blocked by dust in the exhaust gas is eliminated, and maintenance such as cleaning is unnecessary.
第１図はディーゼルエンジンの燃料消費量と窒素酸化物
排出量の関係を示すグラフ。第２図はディーゼルエンジ
ンの吸入空気の温度と窒素酸化物濃度の関係を示すグラ
フ。第３図はディーゼルエンジンの吸入空気の絶対湿度
と窒素酸化物濃度の関係を示すグラフ。第４図および第
５図は本発明方法を行うための排ガス浄化装置を備えた
ディーゼルエンジンの概略図である。 図中 （１）はエンジン本体 （３）は排気管 （3a）は排ガス流路 （４）は過給機 （５）は反応器 （６）はアンモニア注入ノズル （７）はアンモニア輸送管 （８）はアンモニア調整弁 （９）はアンモニア流量計 （10）はアンモニア容器 （11）は燃料流量計 （12）は湿度検出器 （13）は演算器 （14）は比率設定器 （15）はアンモニア流量制御器 （16）は触媒 （18）は給気管 （19）は給気温度検出器FIG. 1 is a graph showing the relationship between the fuel consumption amount of a diesel engine and the nitrogen oxide emission amount. FIG. 2 is a graph showing the relationship between the temperature of intake air of a diesel engine and the concentration of nitrogen oxides. FIG. 3 is a graph showing the relationship between the absolute humidity of intake air of a diesel engine and the nitrogen oxide concentration. 4 and 5 are schematic views of a diesel engine equipped with an exhaust gas purifying apparatus for carrying out the method of the present invention. In the figure, (1) is the engine body (3) is the exhaust pipe (3a) is the exhaust gas flow path (4) is the supercharger (5) is the reactor (6) is the ammonia injection nozzle (7) is the ammonia transport pipe (8) ) Is an ammonia adjustment valve (9) is an ammonia flow meter (10) is an ammonia container (11) is a fuel flow meter (12) is a humidity detector (13) is a calculator (14) is a ratio setter (15) is ammonia The flow controller (16) is the catalyst (18) is the air supply pipe (19) is the air supply temperature detector.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 木下 太 兵庫県姫路市網干区興浜字西沖992番地の １ 日本触媒化学工業株式会社触媒研究所 内 (72)発明者 萩 光晴 兵庫県姫路市網干区興浜字西沖992番地の １ 日本触媒化学工業株式会社触媒研究所 内 (72)発明者 井上 明 兵庫県姫路市網干区興浜字西沖992番地の １ 日本触媒化学工業株式会社触媒研究所 内 (56)参考文献 特開 昭59−134332（ＪＰ，Ａ) 実開 昭63−177612（ＪＰ，Ｕ) 実開 昭62−726（ＪＰ，Ｕ) 実開 昭63−111924（ＪＰ，Ｕ) 特表 昭58−501001（ＪＰ，Ａ) ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor, Futoshi Kinoshita, 992, Nishioki, Nishihama, Aboshi-ku, Himeji-shi, Hyogo Pref., Catalytic Research Laboratory, Nippon Catalysis Chemical Industry Co., Ltd. No. 1 Nihon Catalytic Chemical Industry Co., Ltd., Catalytic Research Laboratory (72) Inventor Akira Inoue No. 992 No. 1 Nishikioki, Kamahama-ku, Himeji-shi, Hyogo Prefecture Nihon Catalytic Chemical Industry Co., Ltd. (56) Reference JP-A-59 -134332 (JP, A) Actually opened 63-177612 (JP, U) Actually opened 62-726 (JP, U) Actually opened 63-111924 (JP, U) Special table Sho 58-501001 (JP, A) )
Claims (2)
ルエンジンの排ガス中の窒素酸化物をアンモニアの存在
下に反応器内で触媒を用いて還元除去するにあたり、エ
ンジンの燃料消費量そして吸入空気の湿度をそれぞれ測
定し、エンジンの燃料消費量の測定値並びに吸入空気の
湿度と窒素酸化物量がほぼ比例する関係に基づいてアン
モニアを流量制御し、過給機の排ガス入口側に供給する
ことを特徴とするディーゼルエンジン排ガス中の窒素酸
化物除去方法。1. The fuel consumption and intake of an engine for reducing and removing nitrogen oxides in the exhaust gas of a diesel engine having a supercharger in the exhaust gas flow path in the presence of ammonia using a catalyst in a reactor. Measure the humidity of each air and control the flow rate of ammonia based on the measured value of the fuel consumption of the engine and the relationship that the humidity of the intake air and the amount of nitrogen oxides are almost proportional, and supply it to the exhaust gas inlet side of the supercharger. A method for removing nitrogen oxides from a diesel engine exhaust gas, comprising:
ルエンジンの排ガス中の窒素酸化物をアンモニアの存在
下に反応器内で触媒を用いて還元除去するにあたり、エ
ンジンの燃料消費量，エンジン給気温度そして吸入空気
の湿度をそれぞれ測定し、エンジンの燃料消費量及びエ
ンジン給気温度の測定値並びに吸入空気の湿度と窒素酸
化物量がほぼ比例する関係に基づいてアンモニアを流量
制御し、過給機の排ガス入口側に供給することを特徴と
するディーゼルエンジン排ガス中の窒素酸化物除去方
法。2. When reducing and removing nitrogen oxides in the exhaust gas of a diesel engine having a supercharger in the exhaust gas flow path in the presence of ammonia using a catalyst in a reactor, the fuel consumption of the engine, the engine The supply air temperature and intake air humidity are measured, and the flow rate of ammonia is controlled based on the measured values of engine fuel consumption and engine supply air temperature and the relationship between intake air humidity and nitrogen oxides. A method for removing nitrogen oxides from exhaust gas of a diesel engine, characterized by supplying the exhaust gas to the exhaust gas inlet side of a feeder.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2309690A JPH0635819B2 (en) | 1990-01-31 | 1990-01-31 | Method for removing nitrogen oxides from diesel engine exhaust gas |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2309690A JPH0635819B2 (en) | 1990-01-31 | 1990-01-31 | Method for removing nitrogen oxides from diesel engine exhaust gas |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH03229910A JPH03229910A (en) | 1991-10-11 |
| JPH0635819B2 true JPH0635819B2 (en) | 1994-05-11 |
Family
ID=12100914
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2309690A Expired - Lifetime JPH0635819B2 (en) | 1990-01-31 | 1990-01-31 | Method for removing nitrogen oxides from diesel engine exhaust gas |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0635819B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7040094B2 (en) * | 2002-09-20 | 2006-05-09 | The Regents Of The University Of California | Staged combustion with piston engine and turbine engine supercharger |
| JP6032985B2 (en) * | 2012-07-18 | 2016-11-30 | 大阪瓦斯株式会社 | Reducing agent injection device and denitration device |
-
1990
- 1990-01-31 JP JP2309690A patent/JPH0635819B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH03229910A (en) | 1991-10-11 |
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