EP2553228A1

EP2553228A1 - Device for the injection of a gaseous reducing agent into an exhaust line

Info

Publication number: EP2553228A1
Application number: EP11712904A
Authority: EP
Inventors: Christophe Charial; Philippe Chevalier
Original assignee: Peugeot Citroen Automobiles SA
Current assignee: PSA Automobiles SA
Priority date: 2010-03-29
Filing date: 2011-02-15
Publication date: 2013-02-06
Also published as: FR2957970B1; FR2957970A1; WO2011121196A1

Abstract

The invention relates to a device for injecting a gaseous reagent into an exhaust line (1), comprising an active gas tank (8), a reagent inlet pipe (7), a valve (11), and flow-limiting means (12) disposed downstream of the valve (11). The invention is intended in particular for the injection of ammonia in order to reduce the nitrogen oxides present in an exhaust line of a diesel-type internal combustion engine.

Description

INJECTION DEVICE IN AN EXHAUST LINE OF A

The present invention claims the priority of the French application 1 052270 filed on March 29, 2010, the content of which (text, drawings and claims) is hereby incorporated by reference.

The present invention relates to the injection into an exhaust line of a reducing agent injected in gaseous form.

The use of fossil fuel such as oil or coal in a combustion system, in particular the fuel in an engine, leads to the production of a significant amount of pollutants that can be discharged by the exhaust in the environment. and cause damage. Among these pollutants, nitrogen oxides (called _NOx) are a particular problem because these gases are believed to be one of the factors that contribute to acid rain and deforestation. Additionally, NO _x are linked to health problems for humans and are a key element in the formation of "smog" (smog) in cities. The legislation imposes increasing levels of rigor for their reduction and / or elimination from stationary or mobile sources.

[0004] Among the pollutants that laws tend to regulate in an increasingly strict manner also include soot or other particulate materials resulting essentially from incomplete combustion of the fuel, more particularly when the engine is operated in a mixture said poor, c that is to say with an excess of oxygen (of air) with respect to the stoichiometry of the combustion reaction. Poor mixtures are the rule for so-called diesel engines, whose ignition is obtained by compression.

To limit NO _x emissions, the main route implemented on current vehicles was that of the reduction of emissions at the source, in other words, by operating the engine under conditions such as NO _{x levels.} products are below the limit rates. These conditions are met in particular by controlling very finely the various parameters of the engine, starting with the parameters of fuel injection and reinjection at the intake of a portion of the exhaust gas, in order to reduce the concentration in oxygen favorable to the formation of oxides of nitrogen.

Tolerated emission levels tending to become squeezed, another solution is to use post-treatment solutions, introducing a reducing agent in the exhaust line. Thus, a post-treatment solution that has proved its effectiveness is the use of an ammonia source (NH ₃ ). Ammonia reacts with NO _x on a catalyst to form inert N ₂ nitrogen and H ₂ 0 water. This solution is essentially known by the acronym SCR for Selective Catalytic Reduction.

Ammonia is itself a gas whose fumes are harmful to health and posing therefore handling problems and a risk of leakage if the vehicle is involved in a shock, it is known to store it in a tank in the form of urea in aqueous solution, hydrolyzed to ammonia in contact with the exhaust gas.

Brought the reducer in liquid form, however, has a number of disadvantages. Firstly, the solubility limit of urea is relatively high, so that the solutions marketed for vehicles equipped with such a catalytic system are typically constituted by a 30% aqueous solution, therefore only one third of volume is really active. For heavy trucks for which these systems were first developed, it is relatively easy to ship a tank of a few tens of liters. By cons, for light vehicles, the size of such a tank quickly becomes critical, and may compromise especially part of the volume dedicated to the spare wheel or baggage.

Furthermore, the reducer is effective after a hydrolysis phase which imposes a minimum distance between the injection point and the selective reduction catalyst, distance that is not always easy to respect in particular with light vehicles dedicated to urban use.

This is why it has also been proposed to store the reducer in a solid form and turn it into a solid species before injection into the exhaust line. Reference is made for example to US Pat. No. 5,809,875 which, in the context of industrial engines, proposes storing urea in solid form and transforming it into ammonia by heating in a reactor, where the ammonia is stored at elevated temperature before injection. in the exhaust line.

It is also known, for example from US Pat. No. 6,387,336, that certain salts, such as strontium chloride, have the capacity to store ammonia and to release it after heating. WO 2006/081824 teaches more how to make compact pellets of a complex salt capable of releasing ammonia after heating.

To measure the amount of ammonia injected in gaseous form in the exhaust line, the patent application EP1 977817 teaches to dispose at the outlet of the gaseous ammonia tank successively an all-or-nothing type valve, still subsequently called on / off valve, a buffer tank equipped with a pressure sensor, and a metering valve whose opening is controlled by a control unit.

Such a device is relatively expensive because it requires a metering valve of extreme precision to ensure that the injected quantity is exactly dosed at all times to treat all the NO _x of the exhaust line without risking however, ammonia discharges at the end of the line due to overdose.

In the French patent application 0956771 filed on September 29 in the name of the applicant, it has been proposed an injection system architecture remarkable for its simplicity and efficiency essentially with an injection housing constituted by the combination of a main valve and limiting means, for example a sonic neck, arranged downstream of the valve, on the supply circuit of ammonia or other selective NO _x reductant. The authors of the present invention have found that this device could be further improved by the addition of a safety solenoid valve, upstream or downstream of the assembly constituted by the on / off valve and the limiting means of debit.

This so-called safety solenoid valve ensures the total absence of reducing agent flow if the injection housing has any operating anomaly.

The flow limiting means are advantageously constituted by a sonic neck, that is to say a narrowing such that the gas flow in the neck is fixed if the pressure upstream of the neck is greater than the pressure downstream of the neck. collar. Note that this collar must be the narrowest point of the injection line, in other words, there can be no greater narrowing between this neck and the junction point with the exhaust line. The main valve is preferably disposed in the immediate vicinity of the neck so that it is the input.

Under these conditions, the amount of injected reagent is strictly proportional to the opening time of the valve - in other words, this quantity can be controlled in a simple manner by a simple control of the valve.

To calculate the flow rate, it is necessary to estimate the pressure at the entrance of the neck sonic. In a preferred variant of the invention, this is obtained by arranging a pressure sensor upstream of the main valve. In a variant, this sensor is a continuous sensor capable of providing an analog signal that can be correlated with the pressure surrounding this sensor. In a variant, this sensor is constituted by a simple pressure switch.

Advantageously, provision is also made for means for estimating the temperature at the inlet of the flow restricting means, which means may be constituted by a temperature sensor also placed in the supply line just upstream of the valve. main.

In a variant of the invention, the device further comprises means for estimating the pressure downstream of the flow limiting means.

In a preferred embodiment of the invention, the main valve is a solenoid type valve, for example of type on / off. A proportional valve may also be used, but it will then be essentially used as an on / off valve. The safety valve is also preferably of the on-off valve type (on / off).

In a variant, the valve is controlled by a control unit associated with the engine control computer.

In a variant, the active reservoir is associated with at least one reserve. Each reserve is connected to the reagent supply line by a bypass provided with a non-return valve, all of the branches joining the supply line in one (or more) stitching point upstream of the valve.

Other features and advantages of the invention will appear on reading the following detailed description of the embodiments of the invention, given by way of example only and with reference to FIGS. 1 and 2 which show two variants of a device for regulating the gearbox injection according to the invention.

The invention relates to an injection device in an exhaust line, a gaseous reactant, comprising a supply line of reagent to the exhaust line, the supply line being provided with an injection box comprising a main valve, and flow limiting means arranged downstream of the valve and a solenoid valve disposed upstream or downstream of the housing so that it is both possible to control the reducer flow rate gas accurately and ensure any leakage of reagent to the line. In addition, such an architecture makes it possible to control the flow with a reduced number of components, including those constituted by sensors, which reduces the cost of the assembly regulating the injection in a simple manner and

[0027] Figure 1 shows an exhaust line provided with a NO _x treatment device by selective catalytic reduction from a reagent added in gaseous form.

The exhaust line 1, typically connected to a diesel-type internal combustion engine, or any other engine operating on wide ranges lean mixture, that is to say with an excess of air relative to the oxygen fuel ratio required by the fuel combustion reaction, comprises in particular an oxidation catalyst 2, generally disposed at the beginning of the line to receive the hottest possible gas, so the main role is to convert the carbon monoxide produced by the carbon dioxide engine. This catalyst also converts the gaseous hydrocarbons also to carbon dioxide.

Downstream of this oxidation catalyst, there is arranged a selective reduction catalyst 3, SCR said, which may be for example constituted by a layer of vanadium oxide or a zeolite deposited on a ceramic support, by example of cordierite type.

On this line, there is also shown means 4 for estimating the temperature downstream of the oxidation catalyst 2 and means 5 for estimating the amount of NO _x downstream of the SCR catalyst, to ensure operation reduction system, especially that the gearbox injection is effective.

Although they are not shown in Figure 1, the exhaust line may also include other pollution control organs, such as a particle filter, disposed upstream or preferably downstream of the catalyst SCR .

The SCR catalyst serves to promote the reduction of NO _x by a reducing agent. Thus, when ammonia is used, the NO _x are reduced to nitrogen and water vapor essentially according to the following 3 reactions:

4NH ₃ + 4NO + 0 ₂ 4N ₂ + 6H ₂ 0

2NH ₃ + NO + N0 ₂ - »2N ₂ + 3H ₂ 0

8NH ₃ + 6N0 ₂ 7N ₂ + 12H ₂ 0

The reducing reagent, which in substitution of ammonia NH _{3 can} also be for example hydrogen (H ₂ ) or hydrocarbons (HC) is injected directly in gaseous form into the exhaust line. Thus, the reagent is immediately available, which simplifies the architecture of the line. In addition, this makes it possible to limit the volume and mass of the tank relative to the use of urea, which is 70% water. The reducing gas is injected into the exhaust line, at a point 6 upstream of the catalyst SCR 3, by means of a supply line 7, for example T-welded on the exhaust line 1, in a flush mounting or with a supply line 7 penetrating slightly in line 1.

Ammonia (or any other reactive agent) is preferably stored in at least two tanks, both connected to a supply line, a control means being interposed on this pipe to precisely control the amount of reagent injected. The smaller reservoir constitutes the active reservoir 8, in which the reagent is stored in gaseous form or at least capable of releasing the reagent in gaseous form. The volume of this active reservoir is preferably between 300 and 700 ml, and advantageously of the order of 400 ml, ie of the order of magnitude of the amount of ammonia necessary to treat the NO _x emitted by the combustion of a fuel. amount of fuel corresponding to two full of fuel tank.

The second tank, which will subsequently also qualify as reserve 9, for its part has a much larger volume than that of the active reservoir, and will typically be designed in such a way that it suffices to provide all the necessary information. ammonia necessary to treat all the NO _x emitted by the vehicle over a relatively long period, for example covering the interval between two recommended maintenances (ie for example every 30000km).

Moreover, in accordance with the teaching of the French patent application 1051773, the ammonia (or any other reactive agent) can be stored in two (or more) reservoirs identical in size, all connected to a pipe. fed, a regulating means being interposed on this pipe to precisely control the amount of injected reagent. This variant is illustrated in Figure 2, which shows an active reservoir 8 'of the same size as the large tank, the other elements of this variant remaining unchanged.

This second tank is advantageously isolated from the injection device by a check valve 10. On the other hand, the active tank is simply connected to the supply line.

Note that it is also possible to provide more than one reserve, which allows to increase the amount of embedded reagent - and thus the autonomy of the vehicle - and / or to distribute the mass of reagent in different points of the vehicle. Each reserve will then be equipped with a non-return valve.

All tanks or reserves are provided with means to create a depression and / or to provide calories to release the stored gas. Advantageously, these means consist of a heating resistor.

Rather than storing the gas in a pressurized chamber, it can be in a solid form, for example in the case of ammonia in the form of a complex salt of formula M (NH ₃ ) _m X ₂ , wherein M is selected from Li, Mg, Ca, Sr, V, Cr, Mn, Fe, CO, Ni, Cu and Zn and wherein m is 2 to 12 and X is F, Cl, Br, I , S0 ₄ , MoO ₄ or PO ₄ obtained after absorption of NH ₃ with a salt of the MX ₂ type. An example of such a complex salt is Mg (NH ₃ ) ₆ Cl ₂ , comprising 51.7% of ammonia, compacted. The patent application WO2007 / 095955 teaches a compaction process that can be implemented for the invention.

The gas is released from the tanks by thermal input or by a pressure drop. Thus, each tank may be equipped with heating means 15 and 16, driven as and when required as will be detailed below.

The injection control means are essentially constituted by a main shutter valve 1 1, for example an on / off solenoid valve, that is to say capable of being placed between a first position where the pipe is completely closed, so that no gas is introduced into the line, in the opposite position.

Downstream of this valve are provided flow limiting means 12. In the case represented here, these means consist of a simple sonic neck, that is to say by a narrowing whose narrowness is such that the flow rate of the gas in this neck is constant.

Upstream of the main valve are arranged means 13 sensitive to pressure. It should be noted that the valve is preferably disposed as close as possible to the entrance of the sonic neck.

The simple control of the main valve is sufficient to precisely control the amount of gaseous reagent injected. In practice, the set of control means is grouped in a housing 14, connected to a motor control unit and receiving and transmitting signals from and to this engine control. Note also that Figure 1 is in no way a representation to scale, the supply line 7 may have for example a total length of up to 4 meters, while the housing 14 is a length for example less than 10 cm.

According to the formula of Barré de Saint Venant, in a sonic neck of section S, the flow rate of a gas of molecular mass M, and whose ratio y of specific heats respectively at constant pressure and constant volume pressure and the

inlet temperature of the neck: Flow

In the formula above, R is the constant of perfect gases.

This equation is verified if the pressure downstream of the neck is such that Pavai <Pe *

For ammonia, at 15 Ό, at atmospheric pressure (1.013 bar), the ratio is equal to 1, 3096, so this condition is met if the pressure downstream of the neck is less than 0.54. times the pressure at the entrance of the collar. This pressure downstream of the neck is equal to the pressure in the exhaust line, which is always less than 1.5 bar (150 kPa). So, if one chooses to operate with a neck inlet pressure of more than 2.75 bar, the condition is always verified. Under these conditions, it can be calculated that with a neck of 0.4 mm in diameter, depending on the temperature Te (temperature in degrees Celsius) at the neck entrance and the pressure at the neck entrance, it will be possible to example obtain the following flows:

For a passenger vehicle or a light utility, to treat exhaust with ammonia, the required flow is on average between 5 and 10 mg / s and for all operating points of the engine can vary between 2 and 60 mg / s (the most critical points corresponding to transient regimes). It can thus be seen from the table above that a pressure of 2.8 bars at the neck inlet is systematically sufficient, without it being even necessary to provide a pressure sensor downstream of the neck.

To adjust the flow demand, provided for example via a map established during tests on motor benches, we will simply vary the opening and closing time intervals. Thus, if a flow rate of 20 mg / s is desired, the valve will be opened for approximately 1/3 of the time, with an opening time, two closing times (with respect to an internal clock controlling the solenoid valve for example according to a frequency of 50Hz).

When the motor stops, the solenoid valve is in the closed position. When the engine starts, the active tank is heated. As a result, the ammonia is released and the pressure in the supply line, upstream of the valve will grow rapidly to reach for example 3 bars. At the same time, the exhaust gases flowing in line 1 heat up the SCR catalyst, which only becomes effective once at more than 150 ° C. In practice, the catalyst preheating time is longer than the time required to reach the desired inlet pressure.

In a first variant of the invention, this pressure can be controlled by means of a pressure switch. The pressure switches, such as those disclosed in document FR-A-2 725 245, make it possible to convert a pressure into an electrical signal delivered to the computer. The movements of a membrane in a chamber depending on the pressure in the chamber allow to open or close an electrical contact which delivers or not an electrical signal. This is a binary signal: as long as the pressure switch is open, the pressure is too low, and one can for example increase the heat supplied to the storage means. If the pressure switch is closed, the pressure is above the pressure threshold and the heating means can then be stopped. As the volume of the active reservoir is small, the inertia of the system is low so that by simply controlling the heating in the active reservoir, it is actually possible to control the pressure at the neck inlet. Optionally, it is also possible to use two pressure switches, the second being calibrated at a pressure slightly greater than the pressure used for setting the first pressure switch. The use of a second manocontact can also be used to trigger an alert if the pressure upstream of the valve should exceed a given critical value.

Alternatively, one can also use a pressure sensor capable of providing an analog signal. With such a pressure sensor, the measured pressure can be used to calculate the flow rate value and the opening time of the corresponding valve, this calculation can be performed by an on-board computer or using pre-loaded maps.

In the formula for calculating the flow rate, the temperature at the neck inlet is also a key parameter, even if it is easily calculated that a temperature increase of 60 ° leads only to a flow variation of the order of 30.degree. -10%. As the neck is the narrowest point of the supply line, and therefore the flow downstream of the neck is dictated by the flow in the neck, it is possible that the neck is placed at a point relatively distant from the neck. the exhaust line, for example up to 4 or 5 meters away, so that the neck inlet temperature is in fact substantially equal to the ambient ambient temperature. This temperature is already used by the engine calculation unit, its acquisition does not require additional sensor. If a temperature difference is found during tests, it is also possible to provide an estimator to correct this value, for example to take into account the heat supplied to release the ammonia. Alternatively, a temperature sensor may be provided at the neck entrance.

In a particularly preferred variant of the invention, the device further comprises pressure detection members downstream of the pressure-limiting device, the downstream pressure-sensing device, for example a pressure sensor or a pressure sensor. a pressure switch. It should be noted that, as indicated above, if it is chosen to operate the injection only if the pressure upstream of the neck is above a threshold pressure, it is no longer necessary to have a sensor downstream of the collar.

When the active tank begins to empty (which can be estimated in a simple manner as a function of the opening time of the valve), we will control the heating of the main tank, so that the pressure upstream of the valve anti-return causes the opening of the latter. During the opening times of the solenoid valve, part of the ammonia released by the main tank will be injected into the line, another part serving to fill the active tank. During the closing times, only the filling operation of the tank continues. In any case, by controlling the heating means in the two tanks, it continues to regulate the pressure at the entrance of the sonic neck.

It should be emphasized that the injection means are in fact constituted by a single solenoid valve, mounted just upstream of the sonic neck. No injection device is required downstream of the sonic neck, the only critical point being that no narrower narrowing than the sonic neck should be provided downstream of it - which, given the narrowness of the neck leaves a great freedom including at the junction with the exhaust line. Furthermore, the length of the supply line between the neck and the exhaust line can be chosen between 0.5 and 4-5m for example. In other words, there is in fact no functional constraint for the implantation in the vehicle of reservoirs and the assembly constituted by the pressure-sensitive means, the solenoid valve and the sonic neck.

The control of the main solenoid valve and reservoir heating means is performed for example directly by a dedicated engine control module, the latter further comprising a module capable of calculating the amount of NO _x produced at any time, and the amount of reducing agent needed to treat it. Alternatively, this module can be mounted in a dedicated computer to the NO _x post-processing means. Note also that the CAN ("Controller Area Network" or "multiplexing") network of the vehicle can be used to control the tank heating system from the calculation module of the NO _x injection.

These control means of the main solenoid valve are also connected to a second solenoid valve 17, disposed upstream of the injection housing or alternatively downstream of this housing, as shown in 17 '. This second solenoid valve is essentially safe and ensures the absence of reducer flow to the exhaust line if the injection box has an abnormality, and especially if the main solenoid valve 1 1 is blocked, partially or completely in a open position. Note that the flow control solenoid valve undergoes a very large number of openings and closures because the flow is controlled not by opening more or less this valve but by modulating the opening and closing times, so that there is a risk of blockage, and if it occurs in the open position, there will be no tightness especially when the vehicle is stopped, resulting in a risk of overconsumption and pollution if the seal is not perfect

This solenoid valve, for example of the on-off valve type, is connected by the control line 18 to the control means of the solenoid valve 1 1 and is designed such that it is in the closed position by default, and is therefore open during the injection phases.

If the main solenoid valve is at least partially open, we will observe the presence of gaseous reagent, for example ammonia in the exhaust line in all phases of rolling, including in phases called lifting of foot during which the fuel injection can be temporarily interrupted, and therefore during which there is no combustion and therefore no formation of NO _x . However, an NO _x sensor disposed in the exhaust line (typically just downstream of the SCR catalyst) by its principle will produce a signal in the presence of NH ₃ or NO ₂ . One can then conclude to a malfunction due to a reagent leak if we observe a response of the NO _x sensor in phases where the gases can not include NO _x and where so the control means of the SCR system do not control reagent injection. Leakage which can therefore be controlled in a simple manner by the solenoid valve 17. It can be emphasized that the response dynamics of this solenoid valve 17 can be relatively slow compared to that of the main solenoid valve, so that this second solenoid valve has that a very small impact on the total cost of the system.

Claims

1. Injection device in an exhaust line (1), a gaseous reactant, comprising an active gas reservoir (8), a reagent supply line (7) at the exhaust line, said conduit being equipped with an injection box comprising a main valve (1 1) and flow restricting means (12) arranged downstream of the valve (1 1), characterized by an electrovalve connected to control means of the housing of injection.

2. Device according to claim 1, characterized in that said solenoid valve is placed on the supply conduit of the reagent, upstream of the injection housing.

3. Device according to claim 1, characterized in that said solenoid valve is placed on the reagent supply line, downstream of the injection housing.

4. Device according to any one of the preceding claims, characterized in that said flow restricting means (12) are constituted by a sonic neck.

5. Device according to any one of the preceding claims, characterized in that it further comprises a pressure sensor (13) disposed upstream of the main valve (1 1).

6. Device according to any one of the preceding claims, characterized in that it further comprises means for estimating the temperature at the input of the flow limiting means.

7. Device according to any one of the preceding claims, characterized in that it also comprises means for estimating the pressure downstream of the flow restricting means.

8. Device according to any one of the preceding claims, characterized in that the main valve and the safety solenoid valve are all-or-nothing type valves.

9. Device according to any one of the preceding claims, characterized in that the valve is controlled by a control unit associated with the engine control computer.

10. Device according to any one of the preceding claims, characterized in that it further comprises at least one reserve (9), provided with a non-return valve (10), connected to the reagent supply line. at a point upstream of the valve.