DEVICE AND METHOD FOR PURIFICATION OF EXHAUST GAS

Abstract: The invention relates to a device for purification of exhaust gases by the reduction of at least one predetermined component in the exhaust gases of an internal combustion engine (1), comprising an exhaust pipe (14) for the transport of the exhaust gases from the engine (1) and a canister (10) which comprises an absorbing substance for absorbing and storing said component. The invention is characterised in that it comprises a first conduit (16) which connects said exhaust pipe (14) to said canister (10) and a controllable first valve (17) arranged in the exhaust pipe (14) and arranged so that it is able to assume an active state in which exhaust gases in the exhaust pipe (14) are directed to said canister (10) via said first conduit (16). By means of the invention, an improved device is obtained for the purification of exhaust gases in particular HC-compounds from an internal combustion engine.

Description: TITLE: Device and method for purification of exhaust gas. TECHNICAL FIELD: The present invention relates to a device for purification of exhaust gases, according to the preamble of appended claim 1. The main use of the invention is in connection with the purification of exhaust gases in a motor vehicle, in particular for the reduction of exhausts of pollutants from the engine of the vehicle. The invention also relates to a method for the purification of exhaust gases , according to the preamble of appended claim 18. TECHNICAL BACKGROUND OF THE INVENTION: In connection with vehicles which use internal combustion engines, there is a general desire for low exhausts of harmful substances in the exhaust gas from the engine. These harmful substances are primarily pollutants in the form of nitrogen oxide compounds (N0 X ), carbohydrate compounds (HC) and carbon oxide (CO). In modern motor vehicles with gasoline engines, there is normally a purification of exhaust gases by means of an exhaust gas catalyzer in the exhaust gas system, through which the exhaust gases are led. In a so-called three-way catalyzer of a known kind, the main part of the above- mentioned harmful substances is eliminated by means of known catalytic reactions. Although modern three-way catalyzers normally have a very high degree of purification, which to a very large extent limits the exhausts of harmful pollutants into the atmosphere, there are today demands for even lower exhausts of harmful substances from motor vehicles. These demands come from, among other things, increasingly restrictive legislation in various countries, with demands for extremely low exhausts of N0 X , CO and HC-compounds . Modern conventional three-way catalyzers furthermore have a drawback in that they have a relatively low degree of purification when cold-starting an engine, i.e. the catalyzer is not able to provide optimal purification from the start of the engine until the catalyzer has reached its so-called "light-off" temperature. In modern vehicles, the light-off temperature is about 200-350°, and can be defined as the temperature at which the catalyzer provides 50% purification of a certain harmful component in the exhaust gases. The initial period of time which elapses until the light- off temperature is reached is, in modern vehicles, normally about 30-90 seconds. During this time, a certain amount of harmful components in the exhaust gases will thus pass through the exhaust system of the internal combustion engine and out into the surrounding atmosphere. In order to minimize these harmful exhausts, there is thus a need to minimize the time which elapses until the catalyzer reaches its light-off temperature. This can be obtained by, for example, developing new catalyzer materials which exhibit constantly lower ignition temperatures, and by developing methods for rapid heating of the catalyzer. A reduction of the harmful emissions from an internal combustion engine can also be obtained by utilizing a HC-absorbent which is arranged in the exhaust pipe in order to absorb the undesired components in the exhaust gases, until that point in time when the catalyzer has reached its light-off temperature. A previously known method of reducing the harmful exhausts of an internal combustion engine is to combine its regular catalyzer with another, electrically heatable, starting catalyzer which is placed upstream of the regular catalyzer. Since the starting catalyzer is heated rapidly using electricity, its catalytical deposition quickly becomes active, thus causing a significant purification of the exhaust gases at low idling flows. The exhaust gases which flow by are heated further, which in turn shortens the heating time of the regular catalyzer. A device which comprises such a heatable starting catalyzer, which provides an improved purifying effect when cold-starting the engine, is previously known from patent document WO 89/10470. A drawback of electrically heatable starting catalyzers is that they need a very large current supply. This causes high demands on the electrical system of the vehicle, and also causes higher costs since, for example, an extra starting battery is normally necessary in order to power the starting catalyzer. Another problem of such systems is due to the amount of time during which they can be used. Since the starting catalyzer ages relatively rapidly, degraded performance sets in quickly. Another arrangement for the reduction of the harmful exhausts from an internal combustion engine is previously known from patent document EP 0422432, and comprises a combustion chamber in which combustible components in the exhaust gases can be ignited, so that the temperature of the gases which pass the catalyzer is raised. This means that the temperature of the catalyzer itself can be raised more quickly than normal. A drawback of said arrangement is that the amount of unused components in the form of carbohydrates, carbon oxide, hydrogen and oxygen is often insufficient to cause a rapid and reliable heating of the catalyzer. Also, an extra component in the form of an ignition means which is used to ignite a gas compound is necessary. Other arrangements intended to reduce harmful exhausts are shown in documents WO 92/22734 and WO 93/07365. These documents show systems with an after-burner in the exhaust system, in which a mixture of exhaust gases which reach a certain ignition zone in the after-burner can be ignited using an ignition device. In order to obtain the desired concentrations in the mixture of exhaust gases, the mixture of fuel/air to the engine is controlled so that a predetermined surplus of hydrogen is obtained in the gas mixture while secondary air is supplied using a pump. A drawback of the latter arrangement is that it needs a separate ignition device in order to ignite the gas mixture, which raises the cost. Additionally, a special air-pump is necessary for the supply of secondary air, which adds to the cost. A further drawback is that the arrangement needs a relatively large amount of space in the vehicle. A further method of reducing the emissions from an internal combustion engine is to utilize a so-called HC-adsorbent or HC-trap. A device which comprises an HC-adsorbent is shown in Swedish patent application no. 9302407-3. To be more precise, this arrangement comprises an HC-adsorbent which is arranged in the exhaust pipe, upstream of an electrically heatable starting catalyzer and a conventional three-way catalyzer. The HC-adsorbent is arranged to adsorb, i.e. "gather" HC-compounds in the exhaust gases before the three-way catalyzer has reached its light-off temperature. When the temperature in the flow of exhaust gases reaches a certain border temperature, the HC- adsorbent will emit (desorb) those HC-compounds which have previously been gathered. A substantial drawback of previously known HC-adsorbents is that they age due to the temperature of the exhaust gases. This ageing causes a lowered temperature limit for the desorption of the HC-adsorbent. This causes the HC- absorbent to emit its HC-compounds before the ordinary catalyzer has ignited. According to the above-mentioned previously known systems, a reduction of harmful exhausts is caused by shortening the time which elapses until the catalyzer reaches its light- off temperature. Using previously known technology, the light-off temperature can be reached within about 10-15 seconds following a cold-start. As regards exhausts of HC- compounds, it can be stated that the concentration of these substances is very high approximately 2-4 seconds following a cold-start, which is of major significance in those systems which do not utilize an HC-adsorbent or corresponding technology. In such systems, there is only a limited reduction of the exhausts of HC-compounds in connection with cold-starts, although they significantly shorten the time which elapses until the catalyzer reaches its light-off temperature. SUMMARY OF THE INVENTION: The object of the present invention is thus to provide an improved device for purification of harmful components, in particular HC-compounds in the exhaust gases of an internal combustion engine, without using an HC-adsorbent in the exhaust pipe. This object is achieved by means of a device of the initially mentioned kind, the characteristics of which will become evident from appended claim 1. This object is also obtained by means of a method, the characteristics of which will become apparent from appended claim 18. The invention is intended to be utilized for purification of exhaust gases in an internal combustion engine which is equipped with a canister which comprises an absorbing substance for absorbing and storing a certain component which it is desired to reduce. A basic principle of the invention is that it comprises a conduit which connects the exhaust pipe of the engine to said canister, and a dirigible valve arranged in the exhaust pipe. This valve is arranged so that it can assume an active condition in which the exhaust gases in the exhaust pipe are led to said canister via said conduit. In this way, exhaust gases can be led to the canister, and said component can be absorbed and stored in the canister. The term "canister" in this context refers to an essentially conventional receptacle, which comprises a substance for the absorption and storing of fuel vapours from a fuel tank of an internal combustion engine. Advantageous embodiments will become evident from the appended dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS: The invention will in the following be described in detail with reference to the appended drawings in which: Fig. 1 schematically shows a device according to the present invention. Fig. 2 is a schematic diagram which shows the concentration of carbohydrate compounds in the exhaust gases of the engine as a function of time, and Fig. 3 is a cross-sectional view of a canister which is intended to be utilized in connection with the invention. PREFERRED EMBODIMENT: Fig. 1 schematically shows a device according to the invention. According to a preferred embodiment the invention is mainly intended to be utilized in connection with a conventional internal combustion engine 1 of, for example, the gasoline kind. The figure is simplified and does not show all of the components of a conventional combustion engine, but shows only those parts which are necessary for the understanding of the present invention. The engine 1 is, in a known manner, supplied with a fuel/air mixture via an injection device 2, the function of which is controlled by a control unit 3, which preferably is computer based. The control unit 3 is connected to the injection device 2 via an electrical connection 4. There is an inlet 5 for air, which is supplied from the surrounding atmosphere, connected to the injection device 2, and a fuel pipe 6 for the supply of fuel. Fuel is pumped from a fuel tank 7 by means of a fuel pump 8. The fuel tank 7 is, in a conventional manner, provided with a filling pipe 9. When the tank 7 contains fuel, different components of the fuel will evaporate from the surface of the liquid in varying extents. In order to prevent volatile fuel vapours leaking from the tank 7 to the surrounding atmosphere, they are led from the tank 7 to a canister 10 via an evaporation pipe 11. The canister 10 preferably contains a certain amount of active carbon, and functions as a filter or absorbent, which absorbs and stores the fuel vapours from the tank 7. There is also a further pipe 12, leading from the canister 2 to the injection device 2. During operation of the engine 1, there will be a certain underpressure in the pipe 12, which will cause the fuel vapours which have been stored in the canister 10 to be sucked into the pipe 12 and supplied to the engine 1 (via the injection device 2), following which they will be combusted. In order to facilitate this flushing through of the canister 10, the canister comprises a channel 13, through which air from the surrounding atmosphere can be sucked in as the fuel vapours are sucked out of the canister 10. This has a cleansing effect on the canister 10. In a conventional manner, the exhaust gases are led out from the engine 1 through an exhaust pipe 14. An exhaust gas catalyzer 15 is preferably arranged at a suitable position along the exhaust pipe 14. Exhaust gases which pass through the exhaust pipe 14 are led out to the surrounding atmosphere. According to the invention, there is a special exhaust conduit 16 connected to the exhaust pipe 14, preferably downstream of the catalyzer 15. This exhaust conduit 16 connects the exhaust pipe 14 with the canister 10. The purpose of this arrangement is to lead the exhaust gases from the engine 1 into the canister 10 under certain circumstances, as will be described below. For this purpose, the exhaust pipe 14 is provided with a valve 17 which is dirigible, so that the exhaust gases which flow through the exhaust pipe 14 completely or partially can be directed to the conduit 16 and into the canister 10. The valve 17 is preferably of the three-way kind, and is connected to the control unit 3 via a further electrical connection 18. The control unit 3 is arranged to control the function of the valve 17. In particular, the valve 17 can assume an "active" state in which the exhaust gases completely or partially are directed to the exhaust conduit 16, and an "inactive" state in which the exhaust conduit 16 is blocked, and the exhaust gases in a conventional manner are led out through the exhaust pipe 14 via its opening. For reasons of safety, the valve 17 is preferably designed so that a "fail-safe" function is obtained, i.e. so that the exhaust gases always are led out to the surrounding atmosphere through the exhaust pipe 14 if there is an abnormally high exhaust gas pressure. The valve 17 is furthermore preferably placed far back in the exhaust pipe 14, where the temperature does not affect the reliability of the valve negatively. The exhaust conduit 16 is furthermore preferably provided with a second valve 19, which is placed at the point where the exhaust conduit 16 leads into the canister 10. This valve 19 functions as a safety valve, which is arranged so that it can block a flow of exhaust gases via the conduit 16 into the canister 10. This might be necessary in case of leakage at the above-mentioned valve 17. In order to control the second valve 19, it is connected to the control unit 3 via a further electrical connection 20. The exhaust catalyzer 15 can furthermore be combined with a previously known device for shortening the time which elapses until the ligh -off temperature has been reached, for example an electrically heatable starting catalyzer. Such further additions to the catalyzer 15 are however not shown in Fig. 1. In the following, the function of the invention will be described. When the engine 1 is cold-started, the exhausts of NO x , HC and CO pollutants from the exhaust pipe 14 are high, as mentioned initially. The main reason for this is that a certain amount of time is necessary until the catalyzer 15 is able to purify these components. In particular, there is a very high concentration of HC- compounds during the first seconds after start. This is described with reference to Fig. 2, which shows the concentration of HC-compounds in the exhaust gases as a function of the time t which elapses after a cold-start of the engine 1. In the figure, it can be seen that a high HC- concentration, of the order of size of 1000-1500 ppm or more, is reached immediately after a cold-start. This concentration then decreases relatively quickly after having reached a maximal value. With renewed reference to Fig. 1, the control unit 3 is arranged to be able to control the valve 17 in its active state, so that exhaust gases in the exhaust pipe 14 completely or partially are directed to the exhaust conduit 16. The exhausts which are led through the exhaust conduit 16 will reach the canister 10, where the HC-compounds of the exhaust gases will be absorbed and stored in the active carbon which is present in the canister 10. The other components of the exhaust gases will, following this, flow out through the channel 13, which in this respect thus functions as an outlet. According to one embodiment of the invention, the control unit 3 is arranged to hold the valve 17 in its active state during a certain period of time, preferably 10-15 seconds, when idling the engine 1 after start. After this period of time, the valve 17 is set to its inactive state, and the exhaust gases are led out through the ordinary exhaust pipe 14. The exhaust gases are directed through the canister 10 primarily during the idling phase, which corresponds to relatively small flows of exhaust gases and relatively low decreases in pressure over the canister 10. This means that the system according to the invention can suitably be utilized together with a system for providing secondary air to the exhaust pipe. This is due to the fact that such a system can be utilized in connection with controlling of the fuel/air mixture to the engine, so that a predetermined surplus of hydrogen and carbon oxide is obtained in the gas mixture. If secondary air is supplied at the same time, using a (not shown) pump, conditions are created for exhaust gas oxidation, which causes a large amount of heat energy to be generated in the exhaust pipe. This in turn, shortens the time until the light-off temperature of the catalyzer 15 is reached. For reasons of clarity, broken lines show an inlet conduit 21 for secondary air, which can be utilized together with the control of the exhaust gases through the canister 10, according to the present invention. The inlet conduit 21 is, for this reason, connected to a (not shown) controllable air pump. In order to obtain a more optimal function of the invention, the control unit 3 can, according to an alternative embodiment, be arranged to control the function of the valve 17 depending on a predetermined operational condition of the vehicle. An example of one such operational condition is the temperature of the catalyzer 15. This gives an indication as to whether the light-off temperature of the catalyzer 15 has been reached, which in turn indicates whether the valve 17 needs to be set to its active position. In order to be able to control the valve 17 depending on the temperature of the catalyzer 15, the invention comprises a temperature detector 22 which is arranged in connection with the catalyzer 15, and which is connected to the control unit 3 via an electrical connection 23. The control unit 3 is arranged to set the valve to its active state if the temperature measured by the temperature detector 22 is below a certain preset value. This value preferably corresponds to the light-off temperature of the catalyzer 15. When the preset value is reached, the valve 17 is set to its inactive state. Alternatively, the control unit 3 can set a "virtual" value of the temperature of the catalyzer 15 without the need to utilize a special temperature detector for the catalyzer 15. This is obtained by the control unit 3 being arranged to set a temperature value as a function of one or several parameters which relate to the operation of the engine 1, for example the temperature of the cooling liquid of the engine, or some other parameter, for example the ambient temperature. Detectors for measuring these temperatures are not shown in Fig. 1. Such a virtual value of the temperature of the catalyzer 15 can thus be detected and utilized when controlling the valve 17. According to an alternative embodiment, the function of the valve 17 can be controlled depending on the flow of exhaust gases in the exhaust pipe 14. For this purpose, the control unit 3 is connected to a (not shown) flow meter which indicates a value of the flow in the exhaust pipe 14. The exhaust gases which are led through the canister 10 should not be led further out into the conduits 11 and 12 which connect the canister 10 with the fuel tank 7 and the injection device 2 respectively, in particular since it is not desirable to have an undefined flow of gas to the injection device 2. This is particularly the case during the starting and idling phase of the engine 1. For this purpose, the conduit 11 is, according to the embodiment, provided with a controllable clack valve 24 which prevents flow in the direction towards the fuel tank 7. The clack valve 24 is connected to the control unit 3 via an electrical connection 25. The conduit 12 is furthermore provided with a controllable so-called purge valve 26, which is connected to the control unit 3 via a further electrical connection 27. The purge valve 26 is arranged to block a flow through the conduit 12 when the valve 17 is in its active state, i.e. when exhaust gases are led through the canister 10. In the case of normal cold-starts, the valve 17 is set to its active position for approximately 2-10 seconds. With reference to Fig. 2, it can be seen that the main part of the harmful HC-compounds which are emitted by the engine 1 will be absorbed and stored in the canister 10, which in turn causes a large reduction of the harmful exhausts of these substances. The maximal time during which exhaust gases can be led into the canister 10 is limited by, among other things, the temperature of the exhaust gases. The canister 10 is normally designed to withstand a temperature as high as approximately 100° C, which is a temperature which the exhaust gases reach approximately 60 seconds after a cold-start. The flow of exhaust gases through the canister 10 is also limited by the maximal flow of exhaust gases which the canister 10 can receive, which in turn depends on the pressure in the exhaust pipe 14. This is of particular importance when the invention is used together with systems which comprise the supply of secondary air. When the valve 17 is set to its inactive state, exhaust gases from the engine 1 will be led through the exhaust pipe 14 in a conventional manner. At the same time, the purge valve 26 switches over to normal purge function, which is controlled by the control unit 3 which, for this purpose, is arranged to open the purge valve 26 during certain predetermined operational conditions. This causes the conduit 12 to permit transport of fuel vapours from the canister 10 to the injection device 2. During this purge function, an existing underpressure in the conduit 12 will affect the canister 10, so that air is sucked in through the channel 13 and flushes through the canister 10. In this way, the canister 10 is flushed clean of carbohydrate compounds which come from the exhaust gases, and which previously have been stored in the canister 10. The channel 13 is furthermore preferably provided with a controllable valve 28 which is connected to the control unit 3 via an electrical connection 29. The purpose of this arrangement is to enable the valve 28 to be closed during diagnosis of the function of the system. If secondary air is provided via the conduit 21, relatively low counter-pressures will be needed in the exhaust pipe 14. This in turn creates a need for small decreases in pressure over the canister 10 primarily during idling rpm. This can be achieved by using only a certain part of the content of the canister 10 for absorbing and storing HC- compounds from the exhaust gases. The principle of this is shown in Fig. 3, which is a simplified cross-sectional view through the canister 10 and the conduits 11, 12, 13 and 16, which are connected to the canister 10. The canister 10 is, as mentioned above, filled with active carbon or a corresponding material for the absorption of HC-compounds. The canister 10 also comprises an intermediate wall 30, the purpose of which is to direct the flow of fuel vapours which enter via the conduit 11 through essentially the entire bed of active carbon, in the direction indicated by the arrow 31. According to the invention, the conduit 16 for the supply of exhaust gases is arranged close to the conduit 13. The purpose of this arrangement is for the flow of exhaust gases, as indicated by the arrow 32, to only be directed through a relatively small part of the carbon bed in the canister 10. This is possible since the canister 10 normally is dimensioned to house a relatively large amount of HC-compounds which come from the fuel vapours from the fuel tank, while the flow of exhaust gases from the conduit 16 carry with them a relatively small amount of hydrocarbon compounds. This means that only a small predetermined part 33 of the total volume of the canister 10 needs to be utilized for the absorption of HC-compounds which come from the exhaust gases. According to the embodiment, the conduits 13 and 16 are arranged so that approximately 1-10% of the total volume of the canister 10 is utilized for the flow of exhaust gases, which provides a sufficient absorption capacity. The arrangement with the positioning of the conduits 16 and 13 provides an advantage in that only a relatively small decrease in pressure takes place over the canister 10. This is advantageous when using the invention in connection with secondary air systems as described above. According to one embodiment of the invention, the canister 10 can be completely or partially filled with another absorbing substance for the absorption of NO x -compounds or carbon oxide (CO). For example, base metal oxides or inert metals can be utilized for absorbing carbon oxide. A mixture of active carbon and such an NO. or CO absorbing substance can also be utilized in the canister 10. In this way, the exhausts of, for example, NO x -compounds and carbon oxide (CO) from the engine 1 can also be limited. According to a further embodiment of the invention, the contents of the canister 10 can be distributed so that an absorbing substance for NO.-compounds or carbon oxides is placed adjacent to the inlet of the conduit 16 in the canister 10 (in connection to the area 33), i.e. so that these substances essentially are only utilized for the flow of exhaust gases via the conduit 16. The invention is not limited to the above described embodiment, but can be varied within the scope of the appended claims. The invention can, for example, be utilized in connection with one or several means for shortening of the time until the exhaust gas catalyzer 15 reaches the light-off temperature, for example systems with an electrically heatable starting catalyzer.

Claims: CLAIMS : 1. Device for purification of exhaust gases by the reduction of at least one predetermined component in the exhaust gases from an internal combustion engine (1), comprising an exhaust pipe (14) for the transport of exhaust gases from the engine (1) and a canister (10) comprising an absorbing substance for the absorption and storing of said component, c h a r a c t e r i z e d i n that the device comprises a first conduit (16) which connects said exhaust pipe (14) with said canister (10), and a controllable first valve (17) arranged in the exhaust pipe (14) and arranged so that it can assume an active state in which exhaust gases in the exhaust pipe (14) are directed to said canister (10) via said first conduit (16). 2. Device according to claim 1, c h a r a c t e r i z e d i n that said first valve (17) is connected to a control unit (3) and is arranged to be set in said active state in which the exhaust gases entirely or partially are led to said first conduit (16), or a second inactive state in which the exhaust gases are led to the surrounding atmosphere via the opening of the exhaust pipe (14). 3. Device according to claim 2, in which the canister (10) is connected to an injection device (2) of the engine (1) via a second conduit (12), c h a r a c t e r i z e d i n that it further comprises a third conduit (13) which connects the canister (10) with the surrounding atmosphere, and which permits a flow of air through the canister (10) and further on to said second conduit (12). 4. Device according to claim 3, c h a r a c t e r i z e d i n that it comprises a second controllable valve (26) arranged in said second conduit (12) and connected to the control unit (3), with the control unit (3) being arranged to close the second valve (26) during said active state and to open the second valve (26) during said inactive state. 5. Device according to any of the previous claims, in which the canister (10) is connected to a fuel tank (7) of the engine (1) via a fourth conduit (11), c h a r a c t e r i z e d i n that said fourth conduit (11) comprises a third valve (28) which is arranged to prevent a flow of exhaust gases in a direction towards said fuel tank (7). 6. Device according to any of the previous claims, c h a r a c t e r i z e d i n that the first valve (17) is arranged to be set in its active state during a certain predetermined period of time after a start of the engine (1). 7. Device according to claim 6, c h a r a c t e r i z e d i n that said preset time is less than 15 seconds. 8. Device according to any of claims 1-5, c h a r a c t e r i z e d i n that the first valve (17) is arranged to assume its active state depending on at least one predetermined operational condition of the engine ( 1 ) or its components. 9. Device according to claim 8 comprising an exhaust gas catalyzer (15) arranged along the exhaust pipe (14), c h a r a c t e r i z e d i n that said operational condition is the temperature of said exhaust gas catalyzer (15). 10. Device according to claim 9, c h a r a c t e r i z e d i n that it comprises a temperature detector 22 arranged in connection to the exhaust gas catalyzer (15) and connected to the control unit (3) with the control unit (3) being arranged to set the first valve (17) in its active state depending on the values from said temperature detector (22). 11. Device according to claim 8, c h a r a c t e r i z e d i n that said operational condition is the temperature of the cooling fluid of the engine (1), the ambient temperature, or a certain predetermined flow of exhaust gas. 12. Device according to any of the previous claims, c h a r a c t e r i z e d i n that it comprises a fourth controllable valve (19) arranged in said first conduit (16) and arranged to block the flow through said first conduit (16). 13. Device according to any of the previous claims, c h a r a c t e r i z e d i n that said canister (10) comprises means for absorbing and storing nitrogen oxide compounds, carbohydrate compounds and/or carbon oxide. 14. Device according to any of the previous claims, c h a r a c t e r i z e d i n that comprises a fifth conduit (21) for the supply of secondary air, with the fifth conduit (21) being connected to the exhaust pipe (14). 15. Canister (10) comprising means for absorbing a predetermined component of a flow of exhaust gases through an exhaust pipe (14) of an internal combustion engine (1), c h a r a c t e r i z e d i n that it comprises a connection for a conduit (16) for the transport of exhaust gases from said exhaust pipe (14). 16. Canister (10) according to claim 15, c h a r a c t e r i z e d i n that it comprises an outlet (13) for the outlet of exhaust gases, which is arranged in the vicinity of said connection so that exhaust gases which flow through the canister (10) will pass by a predetermined portion (33) of the contents of the canister (10), which is small in relation to the total contents of the canister (10). 17. Canister (10) according to claim 16, c h a r a c t e r i z e d i n that said portion (33) comprises active carbon for the absorption of HC-compounds and a further substance for the absorption of carbon oxide and/or NO x -compounds in the exhaust gases. 18. Method for purification of exhaust gases by reducing at least one predetermined component of exhaust gases from an internal combustion engine (1), which method comprises controlling a flow of exhaust gases from the engine ( 1 ) through an exhaust pipe (14), c h a r a c t e r i z e d i n that it comprises directing exhaust gases depending on predetermined operational conditions of the engine (1) from said exhaust pipe (14) to a canister (10), which comprises an absorbing substance for absorbing and storing said component. 19. Method according to claim 18, c h a r a c t e r i z e d i n that said directing of exhaust gases to the canister (10) is done by controlling a valve (17) arranged in the exhaust pipe (14) with the valve (17) being arranged to be set in an active state in which said exhaust pipe (14) is connected to said canister (10). 20. Method according to claim 19, c h a r a c t e r i z e d i n that the control of the valve (17) is set to said active state during a certain predetermined time after a cold-start of the engine ( 1 ) . 21. Method according to claim 19, with an exhaust gas catalyzer (15) being arranged along the exhaust pipe (14), c h a r a c t e r i z e d i n that it comprises determining the temperature of the exhaust gas catalyzer (15) and controlling the valve (17) depending on said temperature. 22. Method according to claim 21, c h a r a c t e r i z e d i n that said value of the temperature of the exhaust gas catalyzer (15) is set depending on at least one predetermined operational parameter of the engine ( 1 ) . 23. Method according to any of claims 18-22, with the canister (10) being connected to an injection device (2) via a second conduit (12) and to a fuel tank (7) via a third conduit (11), c h a r ac te r i z e d i n that it comprises blocking said second and third conduits (11, 12) during said directing of exhaust gases to the canister (10).

Inventors: WIRMARK GOERAN, WIRMARK, GOERAN
Applicants: VOLVO AB, WIRMARK GOERAN, AB VOLVO, WIRMARK, GOERAN
Application year: 1997
Main classification: F01N3
IPC codes: B01D53, F01N3, F02M25