CN212744126U

CN212744126U - Natural gas internal combustion engine system

Info

Publication number: CN212744126U
Application number: CN202021434183.5U
Authority: CN
Inventors: 梁曦; 段杰; 袁颖; 锁国涛; 李军辉; 王迪; 龚健; 宋晓波; 李轲; 拉尔斯·克里斯特·亨利逊; 丹尼尔·J·莫尔
Original assignee: Cummins Emission Solutions Inc
Current assignee: Cummins Emission Solutions Inc
Priority date: 2020-07-20
Filing date: 2020-07-20
Publication date: 2021-03-19
Anticipated expiration: 2030-07-20

Abstract

The present application relates to natural gas internal combustion engine systems. A natural gas internal combustion engine system includes a natural gas internal combustion engine, a turbocharger, and an exhaust aftertreatment system. The turbocharger may be in fluid communication with the natural gas internal combustion engine and configured to receive exhaust gas from the natural gas internal combustion engine. The exhaust aftertreatment system includes an upstream catalyst member assembly, an exhaust gas transport conduit, and a downstream catalyst member assembly. The upstream catalyst member assembly includes an upstream catalyst member assembly housing and an upstream catalyst member disposed within the upstream catalyst member assembly housing. The exhaust gas transfer conduit may be in fluid communication with the upstream catalyst member assembly and configured to receive exhaust gas from the upstream catalyst member assembly. The downstream catalyst member assembly includes a downstream catalyst member assembly housing and a downstream catalyst member disposed within the downstream catalyst member assembly housing.

Description

Natural gas internal combustion engine system

Technical Field

The present disclosure generally relates to a natural gas internal combustion engine system having a turbocharger and an upstream catalyst member.

Background

For internal combustion engine systems, such as natural gas internal combustion engine systems, it may be desirable to reduce the emissions of certain components in the exhaust gas produced by the internal combustion engine.

SUMMERY OF THE UTILITY MODEL

In one embodiment, a natural gas internal combustion engine system includes a natural gas internal combustion engine, a turbocharger, and an exhaust aftertreatment system. The turbocharger may be in fluid communication with the natural gas internal combustion engine and configured to receive exhaust gas from the natural gas internal combustion engine. The exhaust aftertreatment system includes an upstream catalyst member assembly, an exhaust gas transport conduit, and a downstream catalyst member assembly. The upstream catalyst member assembly includes an upstream catalyst member assembly housing and an upstream catalyst member. The upstream catalyst member assembly housing may be in fluid communication with the turbocharger and configured to receive exhaust gas from the turbocharger. An upstream catalyst member is disposed within the upstream catalyst member assembly housing. The exhaust gas transfer conduit may be in fluid communication with the upstream catalyst member assembly and configured to receive exhaust gas from the upstream catalyst member assembly. The downstream catalyst member assembly includes a downstream catalyst member assembly housing and a downstream catalyst member. The downstream catalyst member assembly housing may be in fluid communication with the exhaust gas transfer conduit and configured to receive exhaust gas from the exhaust gas transfer conduit. The downstream catalyst member is disposed within the downstream catalyst member assembly housing.

In some embodiments, the exhaust aftertreatment system further comprises:

a first sensor configured to output a first signal indicative of at least one of:

the oxygen ratio in the exhaust gas upstream of the upstream catalyst member; or

A temperature of the exhaust gas upstream of the upstream catalyst member; and

a controller configured to:

receiving the first signal; and

based on the first signal, determining at least one of:

an engine control parameter associated with operation of the natural gas internal combustion engine; or

A turbocharger control parameter associated with operation of the turbocharger.

In some embodiments, the downstream catalyst member assembly further comprises:

a second sensor configured to output a second signal indicative of at least one of:

the proportion of oxygen in the exhaust gas within the downstream catalyst member assembly; or

The temperature of the exhaust gas within the downstream catalyst member assembly; and is

The controller is further configured to:

receiving the second signal; and

based on the second signal, determining at least one of:

the engine control parameter; or

The turbocharger control parameter.

In some embodiments, the natural gas internal combustion engine system further comprises an exhaust gas intake conduit fluidly communicable with the turbocharger and the upstream catalyst member assembly housing, the exhaust gas intake conduit configured to receive exhaust gas from the turbocharger and provide the exhaust gas to the upstream catalyst member assembly housing, the exhaust gas intake conduit centered about a first axis; wherein the upstream catalyst member assembly is spaced from the turbocharger along the first axis by a first spacing length; wherein the exhaust gas transfer conduit is centered about a second axis; wherein the downstream catalyst member assembly is spaced from the turbocharger along the first and second axes by a second spacing length; and wherein the first gap length is equal to between 1% of the second gap length and 12% of the second gap length, including 1% of the second gap length and 12% of the second gap length.

In some embodiments, the upstream catalyst member is spaced from the turbocharger along a first axis by a first spacing length; the downstream catalyst member assembly is spaced from the turbocharger along a second axis by a second spacing length; and the first gap length is equal to between 1% of the second gap length and 12% of the second gap length, including 1% of the second gap length and 12% of the second gap length.

In some embodiments, the second axis intersects the first axis.

In some embodiments, the upstream catalyst member comprises an upstream catalytic coating having a first density and comprising at least one platinum group metal; and the downstream catalyst member comprises a downstream catalytic washcoat having a second density equal to between 50% and 115% of the first density, including 50% and 115% of the first density, and comprising at least one platinum group metal.

In some embodiments, the upstream catalyst member has a first volume; and the downstream catalyst member has a second volume equal to between 95% of the first volume and 160% of the first volume, including 95% of the first volume and 160% of the first volume.

In some embodiments, the upstream catalyst member assembly housing is coupled to the turbocharger.

In another embodiment, a natural gas internal combustion engine system includes a natural gas internal combustion engine, a turbocharger, and an exhaust aftertreatment system. Natural gas internal combustion engines include engine components. The turbocharger may be in fluid communication with the natural gas internal combustion engine and configured to receive exhaust gas from the natural gas internal combustion engine. The exhaust aftertreatment system includes an upstream catalyst member assembly, a porous plate, and a mounting bracket. The upstream catalyst member assembly includes an upstream catalyst member assembly housing and an upstream catalyst member. The upstream catalyst member assembly housing may be in fluid communication with the turbocharger and configured to receive exhaust gas from the turbocharger. An upstream catalyst member is disposed within the upstream catalyst member assembly housing. The perforated plate is coupled to the upstream catalyst member assembly housing and is at least partially disposed between the upstream catalyst member and the turbocharger. The perforated plate includes a plurality of perforated plate perforations. Each of the perforated plate perforations is configured to promote flow of the exhaust gas through the perforated plate. The mounting bracket is coupled to the upstream catalyst member assembly housing and the engine component. The mounting bracket supports the upstream catalyst member on the engine component.

In some embodiments, the perforated plate is at least partially raised relative to the upstream catalyst member.

In some embodiments, the natural gas internal combustion engine system further comprises a cross plate, the cross plate comprising:

an annular ring coupled to the upstream catalyst member assembly housing, disposed at least partially between the perforated plate and the turbocharger, and centered about a ring axis; a first cross member coupled to the annular ring and intersecting the ring axis; and

a second cross member coupled to the annular ring, intersecting the ring axis, and perpendicular to the first cross member;

wherein the second cross member, the first cross member, and the annular ring cooperate to define a plurality of cross member apertures, each of the plurality of cross member apertures configured to facilitate a flow of exhaust gas through the cross plate.

In some embodiments, each of the plurality of cross member apertures is defined by a cross-sectional area along a plane orthogonal to the loop axis.

In some embodiments, the natural gas internal combustion engine system further comprises:

an exhaust gas transfer conduit fluidly communicable with the upstream catalyst member assembly and configured to receive exhaust gas therefrom; and

a downstream catalyst member assembly comprising:

a downstream catalyst member assembly housing fluidly communicable with the exhaust gas transfer conduit and configured to receive exhaust gas from the exhaust gas transfer conduit; and

a downstream catalyst member disposed within the downstream catalyst member assembly housing.

In some embodiments, the engine component is an engine hook.

In some embodiments, the engine component is a flywheel housing.

In another embodiment, a natural gas internal combustion engine system includes a natural gas internal combustion engine, a turbocharger, and an exhaust aftertreatment system. The turbocharger may be in fluid communication with the natural gas internal combustion engine and configured to receive exhaust gas from the natural gas internal combustion engine. The exhaust aftertreatment system includes an upstream catalyst member assembly and a porous plate. The upstream catalyst member assembly includes an upstream catalyst member inlet (upstream catalyst member inlet), an upstream catalyst member assembly housing, an upstream catalyst member, and an upstream catalyst member outlet (upstream catalyst member outlet). The upstream catalyst member intake port may be in fluid communication with the turbocharger and configured to receive exhaust gas from the turbocharger. The upstream catalyst member inlet defines an inlet centered on an inlet axis. The upstream catalyst member assembly housing may be in fluid communication with the upstream catalyst member intake port and configured to receive exhaust gas from the upstream catalyst member intake port. An upstream catalyst member is disposed within the upstream catalyst member assembly housing. The perforated plate is coupled to the upstream catalyst member assembly housing and is at least partially disposed between the upstream catalyst member and the upstream catalyst member inlet. The perforated plate includes a plurality of perforated plate perforations. Each of the plurality of perforated plate perforations is configured to facilitate a flow of exhaust gas through the perforated plate. The upstream catalyst member exhaust port is configured to provide exhaust gas. The upstream catalyst member exhaust port defines an outlet centered on an outlet axis. The outlet axis is offset from the inlet axis.

In some embodiments, the natural gas internal combustion engine system further comprises a controller;

wherein the upstream catalyst member further comprises a sensor configured to output a first signal indicative of at least one of:

the proportion of oxygen in the exhaust gas within the upstream catalyst member; or

A temperature of the exhaust gas within the upstream catalyst member; and is

Wherein the controller is configured to:

receiving the first signal; and

based on the first signal, determining at least one of:

A turbocharger control parameter associated with operation of the turbocharger.

In some embodiments, the outlet axis is parallel to the inlet axis.

a downstream catalyst member assembly comprising:

Drawings

The present disclosure will become more fully understood from the detailed description given herein below when taken in conjunction with the accompanying drawings, wherein like reference numerals refer to like elements, and wherein:

FIG. 1 is a schematic illustration of an exemplary natural gas internal combustion engine system;

FIG. 2 is a schematic illustration of a portion of another exemplary natural gas internal combustion engine system;

FIG. 3 is a schematic illustration of a portion of another exemplary natural gas internal combustion engine system;

FIG. 4 is a cross-sectional view of an exemplary upstream catalyst member assembly;

FIG. 5 is a perspective view of the upstream catalyst member assembly shown in FIG. 4;

FIG. 6 is a cross-sectional view of another exemplary upstream catalyst member assembly;

FIG. 7 is a perspective view of a portion of an exemplary natural gas internal combustion engine system;

FIG. 8 is a front view of a portion of the natural gas internal combustion engine system shown in FIG. 7;

FIG. 9 is a top view of a portion of the natural gas internal combustion engine system shown in FIG. 7;

FIG. 10 is a perspective view of a portion of another exemplary natural gas internal combustion engine system;

FIG. 11 is a side view of a portion of the natural gas internal combustion engine system shown in FIG. 10;

FIG. 12 is a perspective view of an exemplary mounting bracket for a natural gas internal combustion engine system;

FIG. 13 is a perspective view of another exemplary mounting bracket for a natural gas internal combustion engine system;

FIG. 14 is a side view of an exemplary upstream catalyst member assembly;

FIG. 15 is a perspective view of another exemplary upstream catalyst member assembly; and

fig. 16 is a perspective view of an exemplary breaker plate.

It should be appreciated that the figures are schematic representations for purposes of illustration. The drawings are provided for the purpose of illustrating one or more embodiments and are to be clearly understood not to limit the scope or meaning of the claims.

Detailed Description

The following follows a more detailed description of embodiments relating to various concepts for providing an exhaust gas aftertreatment system for a natural gas internal combustion engine system, and methods and apparatus for providing an exhaust gas aftertreatment system for a natural gas internal combustion engine system. The various concepts introduced above and discussed in greater detail below may be implemented in any of numerous ways, as the described concepts are not limited to any particular implementation. Examples of specific embodiments and applications are provided primarily for illustrative purposes.

Referring to FIG. 1, a natural gas internal combustion engine system 100 is shown according to an exemplary embodiment. The natural gas internal combustion engine system 100 includes a natural gas source 102 (e.g., a tank, a vessel, etc.). Natural gas source 102 comprises natural gas (e.g., liquefied natural gas, compressed natural gas, etc.). The natural gas internal combustion engine system 100 also includes a natural gas conduit 104 (e.g., a pipeline, a conduit, etc.), which natural gas conduit 104 may be in fluid communication with the natural gas source 102 (e.g., in fluid communication with the natural gas source 102, fluidly coupled to the natural gas source 102, etc.). The natural gas conduit 104 provides natural gas from the natural gas source 102 to a natural gas internal combustion engine 106 (e.g., an internal combustion engine that consumes natural gas, etc.) of the natural gas internal combustion engine system 100. The natural gas internal combustion engine 106 may be in fluid communication with the natural gas conduit 104. The natural gas internal combustion engine 106 is configured to consume (e.g., burn, etc.) natural gas received from the natural gas source 102 to produce an output (e.g., power, mechanical energy, etc.).

The natural gas internal combustion engine 106 is defined by displacement. In some embodiments, the natural gas internal combustion engine 106 has a displacement of 14.5 liters. In other embodiments, the natural gas internal combustion engine 106 has a displacement of 11.8 liters. In other embodiments, the natural gas internal combustion engine 106 has a displacement of 21.9 liters. In other embodiments, the natural gas internal combustion engine 106 has a displacement of 12.6 liters. In other embodiments, the displacement may be other similar values such that the natural gas internal combustion engine system 100 is customized for the target application.

In various embodiments, the natural gas internal combustion engine 106 does not consume any type of fuel other than natural gas (e.g., diesel fuel, gasoline fuel, petroleum fuel (petroleum fuel), biodiesel fuel, ethanol fuel, etc.). For example, in some embodiments, the natural gas internal combustion engine 106 is isolated from diesel fuel, gasoline fuel, petroleum fuel, biodiesel fuel, and ethanol fuel.

The natural gas internal combustion engine system 100 also includes a natural gas valve 108 (e.g., metering valve, solenoid valve, control valve, etc.). A natural gas valve 108 is disposed along the natural gas conduit 104 (e.g., the natural gas valve 108 may be in fluid communication with the natural gas source 102 via the natural gas conduit 104, the natural gas valve 108 may be in fluid communication with the natural gas internal combustion engine 106 via the natural gas conduit 104, etc.). The natural gas valve 108 is configured to be controlled between a first position (e.g., an open position, etc.) and a second position (e.g., a closed position, etc.) to control the flow of natural gas from the natural gas source 102 to the natural gas internal combustion engine 106. In this way, the natural gas valve 108 may be controlled to control the flow of natural gas to the natural gas internal combustion engine 106 (e.g., and thus control the consumption of natural gas by the natural gas internal combustion engine 106, etc.).

The natural gas internal combustion engine system 100 also includes an air source 110 (e.g., an air tank, an air filter, an air intake, the atmosphere, the environment, the ambient environment (ambient), etc.). The natural gas internal combustion engine system 100 also includes an air conduit 112 (e.g., a pipeline, a pipe, etc.) that may be in fluid communication with the air source 110. An air conduit 112 provides air from the air source 110 to a turbocharger 114 (e.g., a rotary turbocharger, etc.) of the natural gas internal combustion engine system 100. The turbocharger 114 may be in fluid communication with the air source 110 via the air conduit 112.

In some embodiments, the natural gas internal combustion engine system 100 further includes an air valve disposed along the air conduit 112 and configured to control the flow of air to the turbocharger 114. In some embodiments, the natural gas internal combustion engine system 100 further includes an air filter disposed along the air conduit 112 and configured to filter air before the air is provided to the turbocharger 114.

The turbocharger 114 includes a turbine 116 (e.g., a rotating turbine, etc.). The turbine 116 may be in fluid communication with the air conduit 112. As explained in more detail herein, the turbocharger 114 is configured to utilize energy (e.g., heat, speed, pressure, etc.) of exhaust gas produced by the natural gas internal combustion engine 106 to induce rotation of the turbine 116, which rotation of the turbine 116 compresses air received by the turbine 116 from the air source 110. The turbocharger 114 is configured to improve the performance (e.g., efficiency, output, etc.) of the natural gas internal combustion engine 106 by compressing air before it is provided to the natural gas internal combustion engine 106.

The natural gas internal combustion engine system 100 also includes a charge air conduit 118 (e.g., pipes, lines, etc.). The charge air conduit 118 may be in fluid communication with the turbine 116 and configured to receive air from the turbine 116 (e.g., after the turbine 116 has compressed the air, etc.). In other words, the turbocharger 114 is configured to be controlled such that air upstream of the turbine 116 (e.g., within the air conduit 112, etc.) has a first pressure, and air downstream of the turbine 116 (e.g., within the charge air conduit 118, etc.) has a second pressure that is greater than the first pressure. The charge air conduit 118 may be in fluid communication with the natural gas internal combustion engine 106 and configured to provide air (e.g., after being compressed by the turbine 116, etc.) to the natural gas internal combustion engine 106.

In various embodiments, the natural gas internal combustion engine system 100 further includes a charge air cooler 120 (e.g., a heat exchanger, an air cooler, a charge air cooler, etc.). A charge air cooler 120 is disposed along the charge air conduit 118 and may be in fluid communication with the turbine 116 (e.g., via the charge air conduit 118, etc.). The charge air cooler 120 is configured to cool the air within the charge air conduit 118 (e.g., such that the temperature of the air within the charge air conduit 118 is reduced, etc.). In other words, the air has a first temperature within the charge air conduit 118 upstream of the charge air cooler 120 and a second temperature within the charge air conduit 118 downstream of the charge air cooler 120, the second temperature being lower than the first temperature. The charge air cooler 120 is configured to improve the performance (e.g., efficiency, output, etc.) of the natural gas internal combustion engine 106 by cooling the air before it is provided to the natural gas internal combustion engine 106.

The natural gas internal combustion engine system 100 also includes a throttle valve 122 (e.g., metering valve, solenoid valve, control valve, etc.). A throttle valve 122 is disposed along the charge air conduit 118 (e.g., throttle valve 122 may be in fluid communication with turbine 116 via charge air conduit 118, etc.). The throttle valve 122 is configured to be controlled between a first position (e.g., an open position, etc.) and a second position (e.g., a closed position, etc.) to control the flow of air from the turbine 116 to the natural gas internal combustion engine 106. In this manner, the throttle valve 122 may be controlled to control the flow of air to the natural gas internal combustion engine 106 (e.g., and thus control the consumption of air by the natural gas internal combustion engine 106, etc.).

In some embodiments, the natural gas internal combustion engine 106 includes an engine valve 124 (e.g., a natural gas valve, an exhaust gas valve, a lifter valve, etc.). The engine valve 124 may be controlled to control routing of natural gas and/or air within the natural gas internal combustion engine 106.

Natural gas internal combustion engine 106 is configured to combust natural gas (e.g., natural gas received from natural gas source 102 via natural gas conduit 104, etc.) and air (e.g., air received from air source 110, etc.) to produce an output that may be used in an application. For example, the natural gas internal combustion engine system 100 can be implemented in a vehicle (e.g., an automobile, a truck, a construction vehicle, a military vehicle, a marine vessel, a ship, a boat, a barge, etc.), and the natural gas internal combustion engine 106 can utilize natural gas and air to produce rotation of wheels of the vehicle (e.g., to facilitate movement of the vehicle, etc.). In another example, the natural gas internal combustion engine system 100 may be implemented in a generator (e.g., a genset, a backup generator, an emergency generator, an offshore generator, etc.), and the natural gas internal combustion engine 106 may utilize natural gas and air to produce rotation of a rotor within a stator to generate electricity.

The natural gas internal combustion engine 106 produces exhaust gases (e.g., exhaust emissions, engine emissions, etc.) as a result of the combustion of the natural gas and air. The exhaust gas produced by the natural gas internal combustion engine 106 may contain undesirable components (e.g., Nitrogen Oxides (NO)_x) Methane, ammonia, etc.). To reduceTo reduce the emission of these undesirable components to the atmosphere, the natural gas internal combustion engine system 100 also includes an exhaust aftertreatment system 126 (e.g., an aftertreatment system, a natural gas exhaust aftertreatment system, etc.). As explained in more detail herein, the exhaust aftertreatment system 126 is configured to reduce emissions of these undesirable components via a catalytic reaction.

The exhaust aftertreatment system 126 includes an exhaust manifold 128 (e.g., an engine manifold, a header, etc.). The exhaust manifold 128 may be in fluid communication with the natural gas internal combustion engine 106 and configured to receive exhaust gas from the natural gas internal combustion engine 106.

In various embodiments, the natural gas internal combustion engine system 100 further includes an Exhaust Gas Recirculation (EGR) system 130. As explained in more detail herein, the exhaust gas recirculation system 130 is configured to provide exhaust gas from the natural gas internal combustion engine 106 to the charge air conduit 118 (e.g., provided back to the natural gas internal combustion engine 106, etc.). By providing exhaust gas to the natural gas internal combustion engine 106, unburned (e.g., unburned, etc.) natural gas within the exhaust gas may be provided back to the natural gas internal combustion engine 106 for combustion, thereby improving the performance (e.g., efficiency, output, etc.) of the natural gas internal combustion engine 106.

The exhaust gas recirculation system 130 includes an exhaust gas recirculation conduit 132 (e.g., a line, a pipe, etc.). The exhaust gas recirculation conduit 132 may be in fluid communication with the natural gas internal combustion engine 106 and configured to receive exhaust gas from the natural gas internal combustion engine 106. The exhaust gas recirculation system 130 also includes an exhaust gas recirculation cooler 134 (e.g., a heat exchanger, an air cooler, a charge air cooler, etc.). An exhaust gas recirculation cooler 134 is disposed along the exhaust gas recirculation conduit 132 and may be in fluid communication with the natural gas internal combustion engine 106 (e.g., via the exhaust gas recirculation conduit 132, etc.). The EGR cooler 134 is configured to cool the exhaust gas within the EGR conduit 132 (e.g., such that the temperature of the exhaust gas within the EGR conduit 132 is reduced, etc.). In other words, the exhaust gas has a first temperature in the exhaust gas recirculation conduit 132 upstream of the exhaust gas recirculation cooler 134 and a second temperature in the exhaust gas recirculation conduit 132 downstream of the exhaust gas recirculation cooler 134, the second temperature being lower than the first temperature. The exhaust gas recirculation cooler 134 is configured to improve the performance (e.g., efficiency, output, etc.) of the natural gas internal combustion engine 106 by cooling the exhaust gas before it is provided to the natural gas internal combustion engine 106.

Exhaust gas recirculation system 130 also includes an exhaust gas recirculation valve 136 (e.g., a metering valve, a solenoid valve, a control valve, etc.). An exhaust gas recirculation valve 136 is disposed along the exhaust gas recirculation conduit 132 (e.g., the exhaust gas recirculation valve 136 may be in fluid communication with the exhaust gas recirculation cooler 134 via the exhaust gas recirculation conduit 132, etc.). The exhaust gas recirculation valve 136 is configured to be controlled between a first position (e.g., an open position, etc.) and a second position (e.g., a closed position, etc.) to control the flow of exhaust gas from the exhaust gas recirculation cooler 134 to the natural gas internal combustion engine 106. As such, the exhaust gas recirculation valve 136 may be controlled to control the flow of exhaust gas to the natural gas internal combustion engine 106 (e.g., and thus control the consumption of exhaust gas by the natural gas internal combustion engine 106, etc.). In some embodiments, an EGR valve 136 is disposed along EGR conduit 132 upstream of EGR cooler 134.

The turbocharger 114 also includes a compressor 138. The compressor 138 may be in fluid communication with the exhaust manifold 128 and configured to receive exhaust gas from the natural gas internal combustion engine 106 via the exhaust manifold 128. The compressor 138 is rotatably coupled to the turbine 116 via a shaft (e.g., a rod, a connector, etc.). As a result, rotation of the compressor 138 causes rotation of the turbine 116. In this way, the energy of the exhaust gas may be transferred to the air via the turbocharger 114.

In various embodiments, the turbocharger 114 includes a purge valve 140 (e.g., a waste gate valve, a bleed valve, a solenoid valve, etc.). The bleed valve 140 is configured to selectively release air from within the compressor 138 and/or within the turbine 116 to the atmosphere, thereby relieving over-pressurization of the turbocharger 114. The purge valve 140 is defined by a threshold pressure and is operable between a first state (e.g., an open state, etc.) and a second state (e.g., a closed state, etc.). In some embodiments, the bleed valve 140 is configured such that the bleed valve 140 is in the second state when the pressure of the air within the turbine 116 is below a threshold pressure, and the bleed valve 140 is in the first state when the pressure of the air within the turbine 116 is equal to or greater than the threshold pressure. In some embodiments, the purge valve 140 is configured such that the purge valve 140 is in the second state when the pressure of the exhaust gas within the compressor 138 is below a threshold pressure, and the purge valve 140 is in the first state when the pressure of the exhaust gas within the compressor 138 is equal to or greater than the threshold pressure. In some embodiments, the bleed valve 140 is configured such that the bleed valve 140 is in the second state when the pressure of the air within the turbine 116 is below a threshold pressure and the pressure of the exhaust gas within the compressor 138 is below a threshold pressure, and the bleed valve 140 is in the first state when the pressure of the air within the turbine 116 is equal to or greater than the threshold pressure or when the pressure of the exhaust gas within the compressor 138 is equal to or greater than the threshold pressure.

The exhaust aftertreatment system 126 also includes an exhaust gas intake conduit 142 (e.g., pipes, lines, etc.). An exhaust gas intake conduit 142 may be in fluid communication with the compressor 138 and configured to receive exhaust gas from the compressor 138.

The exhaust intake conduit 142 is centered about a first axis 144 (e.g., an exhaust intake conduit axis, etc.). In other words, a center point of the cross-section of the exhaust gas intake conduit 142 is disposed on the first axis 144 along the length of the exhaust gas intake conduit 142.

The length L of the exhaust gas inlet conduit 142 measured along the first axis 144₁. In various embodiments, L₁Approximately equal to (e.g., within 5%, etc.) between 1 millimeter (mm) and 175mm, including 1mm and 175mm (e.g., 0.95mm, 1mm, 1.05mm, 5mm, 10mm, 50mm, 100mm, 125mm, 166.25mm, 175mm, 183.75mm, etc.). In other embodiments, L₁Between approximately 100mm and 300mm, including 100mm and 300 mm. In other embodiments, L₁Between approximately 50mm and 400mm, including 50mm and 400 mm. In other embodiments, L₁Between approximately 150mm and 500mm, including 150mm and 500 mm. In other embodiments, L₁Between approximately 50mm and 100mm, including 50mm and 100 mm. In other embodiments, L₁At approximately 10mm and 200mm, including 10mm and 200 mm. In other embodiments, L₁Other similar values may be possible such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The exhaust aftertreatment system 126 also includes an upstream catalyst member assembly 146 (e.g., an exhaust catalyst member assembly, a close-coupled catalyst, etc.). As explained in more detail herein, the upstream catalyst member assembly 146 is configured to utilize a catalytic reaction to reduce the emission of undesirable components in the exhaust gas provided to the atmosphere by the exhaust aftertreatment system 126.

The upstream catalyst member assembly 146 also includes an upstream catalyst member assembly housing 148 (e.g., body, housing, etc.). The upstream catalyst member assembly housing 148 may be in fluid communication with the exhaust gas intake conduit 142 and configured to receive exhaust gas from the compressor 138 via the exhaust gas intake conduit 142.

The upstream catalyst member assembly 146 also includes an upstream catalyst member 150 (e.g., a catalyst material, a catalyst substrate, etc.). The upstream catalyst member 150 is configured to promote a catalytic reaction when the exhaust gas interfaces (e.g., contacts, flows through, etc.) the upstream catalyst member 150. These catalytic reactions may cause undesirable components within the exhaust gas to be chemically altered to desired components. For example, NO in exhaust gases_xCan be chemically changed to non-NO_xComponents (e.g., carbon monoxide, carbon dioxide, etc.).

In various embodiments, the upstream catalyst member 150 is a three-way catalyst. For example, the upstream catalyst member 150 may convert NO_xThe components are separated into nitrogen (e.g., diatomic nitrogen, etc.) and oxygen (e.g., diatomic oxygen, etc.), the hydrocarbon component is separated into the desired components, and the carbon monoxide is separated into carbon and oxygen (e.g., diatomic oxygen, etc.).

In some embodiments, the upstream catalyst member 150 is cylindrical and is defined by a length and a diameter. In other embodiments, the upstream catalyst member 150 is cubic, frustoconical, prismatic, pyramidal, or annular, or otherwise similarly shaped, such that the exhaust aftertreatment system 126 is tailored for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

In some embodiments, the length is between approximately 152mm and 178mm, including 152mm and 178 mm. In some embodiments, the length is between approximately 100mm and 200mm, including 100mm and 200 mm. In some embodiments, the length is between approximately 150mm and 220mm, including 150mm and 220 mm. In some embodiments, the length is between approximately 175mm and 300mm, including 175mm and 300 mm. In some embodiments, the length is between approximately 40mm and 150mm, including 40mm and 150 mm. In other embodiments, the length may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

In some embodiments, the diameter is between approximately 190.5mm and 266.7mm, including 190.5mm and 266.7 mm. In some embodiments, the diameter is between approximately 100mm and 200mm, including 100mm and 200 mm. In some embodiments, the diameter is between approximately 100mm and 400mm, including 100mm and 400 mm. In some embodiments, the diameter is between approximately 400mm and 500mm, including 400mm and 500 mm. In some embodiments, the diameter is between approximately 100mm and 300mm, including 100mm and 300 mm. In other embodiments, the diameter may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.). In some embodiments, the diameter is approximately equal to 190.5mm and the length is approximately equal to 178 mm. In some embodiments, the diameter is approximately equal to 267mm and the length is approximately equal to 152.4 mm. In other embodiments, the diameter may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The upstream catalyst member 150 is defined by a volume. Volume is a function of length and diameter.

The upstream catalyst member 150 includes an upstream catalytic coating defined by a density. The upstream catalytic coating may include at least one platinum group metal (e.g., ruthenium, rhodium, palladium, osmium, iridium, platinum) and other catalytic materials. In various embodiments, the density is 75 grams per cubic foot. In other embodiments, the density is 150 grams per cubic foot. In some embodiments, the density is between approximately 60 grams/cubic foot and 200 grams/cubic foot. In some embodiments, the density is between approximately 15 grams/cubic foot and 250 grams/cubic foot.

In various embodiments, the density of the upstream catalyst member 150 is between about 10% of the displacement of the natural gas

internal combustion engine

106 and 100% of the displacement of the natural gas internal combustion engine 106, including 10% of the displacement of the natural gas

internal combustion engine

106 and 100% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the upstream catalyst member 150 is between about 5% of the displacement of the natural gas internal combustion engine 106 and 80% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the upstream catalyst member 150 is between about 20% of the displacement of the natural gas

internal combustion engine

106 and 200% of the displacement of the natural gas internal combustion engine 106.

The upstream catalyst member 150 is separated from the turbocharger 114 by a first spacing length S₁. In various embodiments, such as shown in fig. 2, S₁Is measured along a first axis 144. In other embodiments, such as shown in fig. 3, S₁Measured along an axis extending from the turbocharger 114 (e.g., the turbocharger's outlet, etc.) to the upstream catalyst member 150, regardless of the exhaust gas intake conduit 142.

Selection of S₁Such that heat from the turbocharger 114 (e.g., due to exhaust gas flowing within the compressor 138, etc.) is provided (e.g., via conduction, via convection, via conduction and convection, etc.) to the upstream catalyst member 150. By being heated by the turbocharger 114, the ability of the upstream catalyst member 150 to desirably perform a catalytic reaction may be enhanced, thereby making the exhaust aftertreatment system 126 more desirable.

In other embodimentsIn, S₁Between about 125mm and 425mm, including 125mm and 425 mm. In other embodiments, S₁Between about 125mm and 300mm, including 125mm and 300 mm. In other embodiments, S₁Between about 200mm and 475mm, including 200mm and 475 mm. In other embodiments, S₁Between about 300mm and 500mm, including 300mm and 500 mm. In other embodiments, S₁Between about 150mm and 200mm, including 150mm and 200 mm. In other embodiments, S₁Between about 200mm and 300mm, including 200mm and 300 mm. In other embodiments, S₁Other similar values may be possible such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

In some embodiments, the exhaust aftertreatment system 126 does not include the exhaust gas intake conduit 142. In these embodiments, the upstream catalyst member assembly housing 148 is coupled to the turbocharger 114 (e.g., the upstream catalyst member assembly 146 is 'close-coupled' to the turbocharger 114, etc.). As a result, S₁Is a function of only the position of the upstream catalyst member 150 within the upstream catalyst member assembly housing 148 (e.g., L₁Does not change S₁Etc.). In various of these embodiments, S₁Approximately equal to 125mm and 155mm, including 125mm and 155 mm. In other embodiments, S₁Between about 15mm and 150mm, including 15mm and 150 mm. In other embodiments, S₁Between about 20mm and 75mm, including 20mm and 75 mm. In other embodiments, S₁Between about 100mm and 200mm, including 100mm and 200 mm. In other embodiments, S₁Between about 150mm and 200mm, including 150mm and 200 mm. In other embodiments, S₁Between about 200mm and 300mm, including 200mm and 300 mm. In other embodiments, S₁Other similar values may be possible such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The exhaust aftertreatment system 126 also includes a first sensor 152 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The first sensor 152 extends through a first sensor bore 154 (e.g., hole, opening, etc.) formed in the upstream catalyst member assembly housing 148. The first sensor 152 is configured to extend into the exhaust flowing within the upstream catalyst member assembly housing 148 and generate a first signal. The first signal is indicative of the oxygen fraction in the exhaust gas upstream of the upstream catalyst member 150 and/or the temperature of the exhaust gas upstream of the upstream catalyst member 150. In some embodiments, the first signal is indicative of the pressure of the exhaust gas upstream of the upstream catalyst member 150.

The first sensor 152 may be in electronic communication with the controller 156 (e.g., in electronic communication with the controller 156, electrically coupled to the controller 156, communicatively coupled to the controller 156, etc.). The controller 156 is configured to control various components of the natural gas internal combustion engine system 100.

The controller 156 includes processing circuitry 158. The processing circuitry 158 includes a processor 160 and a memory 162. Processor 160 may include a microprocessor, an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), the like, or combinations thereof. The memory 162 may include, but is not limited to, an electronic, optical, magnetic, or any other storage or transmission device capable of providing program instructions to a processor, ASIC, FPGA, or the like. Such memory 162 may include a memory chip, an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a flash memory, or any other suitable memory from which the controller 156 may read instructions. The instructions may include code from any suitable programming language. Memory 162 may include various modules including instructions configured to be implemented by processor 160.

In various embodiments, the controller 156 is configured to communicate with a central controller (e.g., an Engine Control Unit (ECU), an Engine Control Module (ECM), etc.) of the natural gas internal combustion engine 106. In some embodiments, the central controller and the controller 156 are integrated into a single controller.

In addition to the first sensor 152, the controller 156 may be in electronic communication with the natural gas internal combustion engine 106, the natural gas valve 108, the throttle valve 122, the exhaust gas recirculation valve 136, and the purge valve 140. For example, the controller 156 may be configured to cause opening and closing of the engine valve 124, the natural gas valve 108, the throttle valve 122, the exhaust gas recirculation valve 136, and/or the purge valve 140. In these ways, the controller 156 is configured to control operation of the natural gas internal combustion engine system 100 through interaction with the natural gas internal combustion engine 106, the natural gas valve 108, the throttle valve 122, the exhaust gas recirculation valve 136, and the purge valve 140.

The operation of the natural gas internal combustion engine system 100 may be defined by an engine control parameter associated with the operation of the natural gas internal combustion engine 106 and a turbocharger control parameter associated with the operation of the turbocharger 114. The engine control parameters include engine speed (e.g., revolutions per minute, etc.), engine output (e.g., relative position of throttle valve 122, relative position of natural gas valve 108, relative position of exhaust gas recirculation valve 136, etc.), and other similar parameters. Turbocharger parameters include the pressure of air within turbine 116, the pressure of exhaust gases within compressor 138, a pressure threshold of bleed valve 140, and other similar parameters.

The controller 156 is configured to receive the first signal from the first sensor 152 and determine an engine control parameter and/or a turbocharger control parameter based on the first signal. For example, if the first sensor 152 generates a first signal indicating that the exhaust gas temperature is below a threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

The exhaust aftertreatment system 126 also includes a second sensor 164 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The second sensor 164 extends through a second sensor bore 166 (e.g., an orifice, opening, etc.) formed in the upstream catalyst member assembly housing 148. Second sensor 164 is configured to extend into the exhaust flowing within upstream catalyst member assembly housing 148 and generate a second signal. The second signal is indicative of the oxygen fraction in the exhaust gas upstream of the upstream catalyst member 150 and/or the temperature of the exhaust gas upstream of the upstream catalyst member 150. In some embodiments, the second signal is indicative of the pressure of the exhaust gas upstream of the upstream catalyst member 150.

Second sensor 164 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the second signal from the second sensor 164 and determine an engine control parameter and/or a turbocharger control parameter based on the second signal. For example, if the second sensor 164 generates a second signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

The exhaust aftertreatment system 126 also includes a third sensor 168 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). Third sensor 168 extends through a third sensor bore 170 (e.g., an orifice, opening, etc.) formed in upstream catalyst member assembly housing 148. Third sensor 168 is configured to extend into the exhaust flowing within upstream catalyst member assembly housing 148 and generate a third signal. The third signal is indicative of the oxygen fraction in the exhaust gas downstream and/or within the upstream catalyst member 150 and/or the temperature of the exhaust gas downstream and/or within the upstream catalyst member 150. In some embodiments, the third signal is indicative of the pressure of the exhaust gas downstream and/or within the upstream catalyst member 150.

Third sensor 168 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the third signal from the third sensor 168 and determine an engine control parameter and/or a turbocharger control parameter based on the third signal. For example, if the third sensor 168 generates a third signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

The exhaust aftertreatment system 126 also includes a fourth sensor 172 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The fourth sensor 172 extends through a fourth sensor bore 174 (e.g., an orifice, opening, etc.) formed in the upstream catalyst member assembly housing 148. The fourth sensor 172 is configured to extend into the exhaust flowing within the upstream catalyst member assembly housing 148 and generate a fourth signal. The fourth signal is indicative of the oxygen fraction in the exhaust gas downstream and/or within the upstream catalyst member 150 and/or the temperature of the exhaust gas downstream and/or within the upstream catalyst member 150. In some embodiments, the fourth signal is indicative of the pressure of the exhaust gas downstream and/or within the upstream catalyst member 150.

The fourth sensor 172 may be in electronic communication with the controller 156 (e.g., in electronic communication with the controller 156, electrically coupled to the controller 156, communicatively coupled to the controller 156, etc.). The controller 156 is configured to receive the fourth signal from the fourth sensor 172 and determine an engine control parameter and/or a turbocharger control parameter based on the fourth signal. For example, if the fourth sensor 172 generates a fourth signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

In various embodiments, the exhaust aftertreatment system 126 also includes a mounting bracket 176 (e.g., a pedestal, an arm, etc.). Mounting bracket 176 is coupled to upstream catalyst member assembly housing 148. For example, the mounting bracket 176 may define a cylindrical surface within which a portion of the upstream catalyst member assembly housing 148 is received. The mounting bracket 176 is configured to be coupled to an engine component of the natural gas internal combustion engine 106. In various embodiments, the engine component is an engine hook (e.g., a lifting hook, etc.). In various embodiments, the engine component is a flywheel housing. In some embodiments, the engine component is a cylinder block. In some embodiments, the engine component is a cylinder head. In some embodiments, the engine component is a radiator. In some embodiments, the engine component is an oil filter head. In some embodiments, the engine component is an engine mount. In some embodiments, the engine component is a torque converter housing. In some embodiments, the engine component is a crankcase. In some embodiments, the engine component is a valve cover. In some embodiments, the engine component is a water pump.

The exhaust aftertreatment system 126 also includes an exhaust gas transfer conduit 178 (e.g., pipe, line, etc.). The exhaust gas transfer conduit 178 may be in fluid communication with the upstream catalyst member assembly housing 148 and configured to receive exhaust gas from the upstream catalyst member assembly housing 148 (e.g., after the exhaust gas has interfaced with the upstream catalyst member 150, etc.).

The exhaust transfer conduit 178 is centered about a second axis 180 (e.g., an exhaust intake conduit axis, etc.). In other words, a center point of the cross-section of the exhaust transfer conduit 178 is disposed on the second axis 180 along the length of the exhaust transfer conduit 178. In various embodiments, the second axis 180 intersects the first axis 144.

The length L of the exhaust transfer conduit 178 measured along the second axis 180₂. In various embodiments, L₂Between about 3 meters (m) and 10m, including 3m and 10m (e.g.,2.85m, 3m, 3.5m, 4.5m, 6m, 6.5m, 8.5m, 9.5m, 10m, 10.5m, etc.). In other embodiments, L₂Between about 4m and 10m, including 4m and 10 m. In other embodiments, L₂Between about 5m and 7m, including 5m and 7 m. In other embodiments, L₂Between about 1m and 4m, including 1m and 4 m. In other embodiments, L₂Between about 5m and 20m, including 5m and 20 m. In other embodiments, L₂Between about 10m and 40m, including 10m and 40 m. In other embodiments, L₂Other similar values may be possible such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The exhaust aftertreatment system 126 also includes a downstream catalyst member assembly 182 (e.g., underfloor catalyst, etc.). As explained in more detail herein, the downstream catalyst member assembly 182 is configured to utilize a catalytic reaction to reduce the emission of undesirable components in the exhaust gas provided to the atmosphere by the exhaust aftertreatment system 126.

The downstream catalyst member assembly 182 includes a downstream catalyst member assembly housing 184 (e.g., body, shell, etc.). The downstream catalyst member assembly housing 184 may be in fluid communication with the exhaust gas transfer conduit 178 and configured to receive exhaust gas from the compressor 138 via the exhaust gas transfer conduit 178.

Downstream catalyst member assembly 182 also includes a downstream catalyst member 186 (e.g., a catalyst material, a catalyst substrate, etc.). The downstream catalyst member 186 is configured to promote a catalytic reaction when the exhaust gas interfaces with (e.g., contacts, flows through, etc.) the downstream catalyst member 186. These catalytic reactions may cause undesirable components within the exhaust gas to be chemically altered to desired components. For example, NO in exhaust gases_xCan be chemically changed to non-NO_xComponents (e.g., carbon monoxide, carbon dioxide, etc.).

In various embodiments, downstream catalyst member 186 is a three-way catalyst. For example, the downstream catalyst member 186 may convert NO_xSeparation of components into nitrogen (e.g. bis)Atomic nitrogen, etc.) and oxygen (e.g., diatomic oxygen, etc.), separates the hydrocarbon components into the desired components, and separates the carbon monoxide into carbon and oxygen (e.g., diatomic oxygen, etc.).

In some embodiments, the downstream catalyst member 186 is cylindrical and is defined by a length and a diameter. In other embodiments, the downstream catalyst member 186 is cubic, frustoconical, prismatic, pyramidal, or annular, or otherwise similarly shaped, such that the exhaust aftertreatment system 126 is tailored for a target application (e.g., suitable for a target configuration of the natural gas internal combustion engine 106, etc.).

In some embodiments, the length is between about 152mm and 178mm, including 152mm and 178 mm. In some embodiments, the length is between about 100mm and 200mm, including 100mm and 200 mm. In some embodiments, the length is between about 150mm and 220mm, including 150mm and 220 mm. In some embodiments, the length is between about 175mm and 300mm, including 175mm and 300 mm. In some embodiments, the length is between about 40mm and 150mm, including 40mm and 150 mm. In other embodiments, the length may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., suitable for a target configuration of the natural gas internal combustion engine 106, etc.).

In some embodiments, the diameter is between about 190.5mm and 266.7mm, including 190.5mm and 266.7 mm. In some embodiments, the diameter is between about 100mm and 200mm, including 100mm and 200 mm. In some embodiments, the diameter is between about 100mm and 400mm, including 100mm and 400 mm. In some embodiments, the diameter is between about 400mm and 500mm, including 400mm and 500 mm. In some embodiments, the diameter is between about 100mm and 300mm, including 100mm and 300 mm. In other embodiments, the diameter may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.). In some embodiments, the diameter is approximately equal to 190.5mm and the length is approximately equal to 178 mm. In some embodiments, the diameter is approximately equal to 267mm and the length is approximately equal to 152.4 mm. In other embodiments, the diameter may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The downstream catalyst member 186 is bounded by a volume. Volume is a function of length and diameter. In various embodiments, the volume of the downstream catalyst member 186 is between about 50% of the volume of the upstream catalyst member 150 and 115% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the downstream catalyst member 186 is between about 100% of the volume of the

upstream catalyst member

150 and 200% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the downstream catalyst member 186 is between about 20% of the volume of the upstream catalyst member 150 and 90% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the downstream catalyst member 186 is between about 95% of the volume of the

upstream catalyst member

150 and 160% of the volume of the upstream catalyst member 150.

The downstream catalyst member 186 includes a downstream catalytic coating defined by a density. The downstream catalytic coating may include at least one platinum group metal and other catalytic materials. In various embodiments, the density is 75 grams per cubic foot. In other embodiments, the density is 50 grams per cubic foot. In other embodiments, the density is 90 grams per cubic foot. In some embodiments, the density is between about 60 grams/cubic foot and 200 grams/cubic foot. In some embodiments, the density is between about 15 grams/cubic foot and 250 grams/cubic foot.

In various embodiments, the density of the downstream catalyst member 186 is between about 30% of the displacement of the natural gas

internal combustion engine

106 and 200% of the displacement of the natural gas internal combustion engine 106, including 30% of the displacement of the natural gas

internal combustion engine

106 and 200% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the downstream catalyst member 186 is between about 5% of the displacement of the natural gas internal combustion engine 106 and 280% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the downstream catalyst member 186 is between about 10% of the displacement of the natural gas

internal combustion engine

106 and 400% of the displacement of the natural gas internal combustion engine 106.

The downstream catalyst member 186 is spaced apart from the turbocharger 114 by a second spacing length S₂. In various embodiments, such as shown in fig. 2, S₂Is measured along a first axis 144 and a second axis 180. In other embodiments, such as shown in fig. 3, S₂Measured along an axis extending from the turbocharger 114 (e.g., the outlet of the turbocharger, etc.) to the downstream catalyst member 186, regardless of the exhaust gas intake conduit 142, the upstream catalyst member assembly 146, and the exhaust gas delivery conduit 178.

S is selected differently from the upstream catalyst member 150₂Such that heat from the turbocharger 114 (e.g., due to exhaust gas flowing within the compressor 138, etc.) is not provided (e.g., via conduction, via convection, via conduction and convection, etc.) to the downstream catalyst member 186. As a result, the downstream catalyst member 186 is substantially isolated from the heat of the turbocharger 114.

In various embodiments, S₂Between about 3.5m and 9.5m, including 3.5m and 9.5m (e.g., 3.33m, 3.5m, 4.25m, 5m, 6.75m, 8.15m, 9.01m, 9.5m, 9.98m, etc.). In other embodiments, S₂Between about 4m and 10m, including 4m and 10 m. In other embodiments, S₂Between about 5m and 7m, including 5m and 7 m. In other embodiments, S₂Between about 1m and 4m, including 1m and 4 m. In other embodiments, S₂Between about 5m and 20m, including 5m and 20 m. In other embodiments, S₂Between about 10m and 40m, including 10m and 40 m. In some embodiments, S₂Approximately equal to 5.22m and 6.41m, including 5.22m and 6.41 m. In other embodiments, S₂Other similar values may be possible such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

In various embodiments, S₁At S₂About 1% and S₂Between 5%. In some embodiments, S₁At S₂About 0.5% and S₂Between 3%. In some embodiments, S₁At S₂About 1% and S₂Between 12%. In some embodiments, S₁At S₂About 0.75% and S₂Between 6%. In some embodiments, S₁Is approximately equal to S₂2.1% of.

The exhaust aftertreatment system 126 also includes a fifth sensor 188 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The fifth sensor 188 extends through a fifth sensor bore 190 (e.g., an orifice, opening, etc.) formed in the downstream catalyst member assembly housing 184. The fifth sensor 188 is configured to extend into the exhaust flowing within the downstream catalyst member assembly housing 184 and generate a fifth signal. The fifth signal is indicative of the oxygen fraction in the exhaust gas upstream of the downstream catalyst member 186 and/or the temperature of the exhaust gas upstream of the downstream catalyst member 186. In some embodiments, the fifth signal is indicative of the pressure of the exhaust gas upstream of the downstream catalyst member 186.

Fifth sensor 188 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the fifth signal from the fifth sensor 188 and determine an engine control parameter and/or a turbocharger control parameter based on the fifth signal. For example, if the fifth sensor 188 generates a fifth signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

The exhaust aftertreatment system 126 also includes a sixth sensor 192 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The sixth sensor 192 extends through a sixth sensor bore 194 (e.g., an orifice, opening, etc.) formed in the downstream catalyst member assembly housing 184. The sixth sensor 192 is configured to extend into the exhaust flowing within the downstream catalyst member assembly housing 184 and generate a sixth signal. The sixth signal is indicative of the oxygen proportion in the exhaust gas downstream and/or within the downstream catalyst member 186 and/or the temperature of the exhaust gas downstream and/or within the downstream catalyst member 186. In some embodiments, the sixth signal is indicative of the pressure of the exhaust gas downstream and/or within the downstream catalyst member 186.

Sixth sensor 192 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the sixth signal from the sixth sensor 192 and determine the engine control parameter and/or the turbocharger control parameter based on the sixth signal. For example, if the sixth sensor 192 generates a sixth signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

The exhaust aftertreatment system 126 also includes a seventh sensor 196 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The seventh sensor 196 extends through a seventh sensor bore 198 (e.g., orifice, opening, etc.) formed in the downstream catalyst member assembly housing 184. The seventh sensor 196 is configured to extend into the exhaust flowing within the downstream catalyst member assembly housing 184 and generate a seventh signal. The seventh signal is indicative of the oxygen proportion in the exhaust gas downstream and/or within the downstream catalyst member 186 and/or the temperature of the exhaust gas downstream and/or within the downstream catalyst member 186. In some embodiments, the seventh signal is indicative of the pressure of the exhaust gas downstream and/or within the downstream catalyst member 186.

Seventh sensor 196 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the seventh signal from the seventh sensor 196 and determine an engine control parameter and/or a turbocharger control parameter based on the seventh signal. For example, if the seventh sensor 196 generates a seventh signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

In some embodiments, the downstream catalyst member assembly 182 includes a second downstream catalyst member 200 (e.g., a catalyst material, a catalyst substrate, etc.) in addition to the first downstream catalyst member 186. The second downstream catalyst member 200 is configured to promote a catalytic reaction when the exhaust gas meets (e.g., contacts, flows through, etc.) the second downstream catalyst member 200. These catalytic reactions may cause undesirable components within the exhaust gas to be chemically altered to desired components. For example, NO in exhaust gases_xCan be chemically changed to non-NO_xComponents (e.g., carbon monoxide, carbon dioxide, etc.).

In various embodiments, the second downstream catalyst member 200 is a three-way catalyst. For example, the second downstream catalyst member 200 may convert NO_xThe components are separated into nitrogen (e.g., diatomic nitrogen, etc.) and oxygen (e.g., diatomic oxygen, etc.), the hydrocarbon component is separated into the desired components, and the carbon monoxide is separated into carbon and oxygen (e.g., diatomic oxygen, etc.).

In some embodiments, the second downstream catalyst member 200 is cylindrical and is defined by a length and a diameter. The length of the second downstream catalyst member 200 may be the same as or different from the length of the first downstream catalyst member 186. Similarly, the diameter of the second downstream catalyst member 200 is the same or different than the diameter of the first downstream catalyst member 186. In other embodiments, the second downstream catalyst member 200 is cubic, frustoconical, prismatic, pyramidal, or annular, or otherwise similarly shaped, such that the exhaust aftertreatment system 126 is tailored for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

In some embodiments, the length is between about 152mm and 178mm, including 152mm and 178 mm. In some embodiments, the length is between about 100mm and 200mm, including 100mm and 200 mm. In some embodiments, the length is between about 150mm and 220mm, including 150mm and 220 mm. In some embodiments, the length is between about 175mm and 300mm, including 175mm and 300 mm. In some embodiments, the length is between about 40mm and 150mm, including 40mm and 150 mm. In other embodiments, the length may be other similar values such that the exhaust aftertreatment system 126 is customized for a target application (e.g., a target configuration for the natural gas internal combustion engine 106, etc.).

The second downstream catalyst member 200 is defined by a volume. Volume is a function of length and diameter. In various embodiments, the volume of the second downstream catalyst member 200 is between about 50% of the volume of the upstream catalyst member 150 and 115% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the second downstream catalyst member 200 is between about 100% of the volume of the

upstream catalyst member

150 and 200% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the second downstream catalyst member 200 is between about 20% of the volume of the upstream catalyst member 150 and 90% of the volume of the upstream catalyst member 150. In some embodiments, the volume of the second downstream catalyst member 200 is between about 95% of the volume of the

upstream catalyst member

150 and 160% of the volume of the upstream catalyst member 150.

The second downstream catalyst member 200 includes a second downstream catalytic coating defined by a density. The second downstream catalytic coating may include at least one platinum group metal and other catalytic materials. In various embodiments, the density is 75 grams per cubic foot. In other embodiments, the density is 50 grams per cubic foot. In other embodiments, the density is 90 grams per cubic foot. In some embodiments, the density is between about 60 grams/cubic foot and 200 grams/cubic foot. In some embodiments, the density is between about 15 grams/cubic foot and 250 grams/cubic foot. In some embodiments, the density of the second downstream catalyst member 200 is the same as the density of the first downstream catalyst member 186. In other embodiments, the density of the second downstream catalyst member 200 is different than the density of the first downstream catalyst member 186.

In various embodiments, the density of the second downstream catalyst member 200 is between about 30% of the displacement of the natural gas

internal combustion engine

106 and 200% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the second downstream catalyst member 200 is between about 5% of the displacement of the natural gas internal combustion engine 106 and 280% of the displacement of the natural gas internal combustion engine 106. In some embodiments, the density of the second downstream catalyst member 200 is between about 10% of the displacement of the natural gas

internal combustion engine

In some embodiments where the downstream catalyst member assembly 182 includes the first downstream catalyst member 186 and the second downstream catalyst member 200, the exhaust aftertreatment system 126 also includes an eighth sensor 202 (e.g., a thermocouple, an oxygen sensor, a differential pressure sensor, a capacitive pressure sensor, etc.). The eighth sensor 202 extends through an eighth sensor bore 204 (e.g., an orifice, opening, etc.) formed in the downstream catalyst member assembly housing 184. The eighth sensor 202 is configured to extend into the exhaust flowing within the downstream catalyst member assembly housing 184 and generate an eighth signal. The eighth signal is indicative of the oxygen ratio in the exhaust gas downstream of the first downstream catalyst member 186 and upstream of the second downstream catalyst member 200 and/or the temperature of the exhaust gas downstream of the first downstream catalyst member 186 and upstream of the second downstream catalyst member 200. In some embodiments, the eighth signal is indicative of the pressure of the exhaust gas downstream of the first downstream catalyst member 186 and upstream of the second downstream catalyst member 200.

Eighth sensor 202 may be in electronic communication with controller 156 (e.g., in electronic communication with controller 156, electrically coupled to controller 156, communicatively coupled to controller 156, etc.). The controller 156 is configured to receive the eighth signal from the eighth sensor 202 and determine the engine control parameter and/or the turbocharger control parameter based on the eighth signal. For example, if the eighth sensor 202 generates an eighth signal indicating that the exhaust gas temperature is below the threshold, the controller 156 may determine that an increase in the output of the natural gas internal combustion engine 106 is desired (e.g., such that the exhaust gas temperature increases, etc.), and may effect such an increase by changing an engine control parameter, such as by increasing the natural gas and/or air provided to the natural gas internal combustion engine 106 (e.g., by changing the position of the natural gas valve 108, by changing the position of the throttle valve 122, etc.).

In some embodiments, the controller 156 uses signals from various sensors to determine the exhaust gas temperature at various locations. In this manner, the controller 156 may protect the catalyst member by comparing the exhaust gas temperature to an exhaust gas temperature threshold and then changing the engine control parameter and/or the turbocharger control parameter if the exhaust gas temperature is equal to or greater than the exhaust gas temperature threshold. In addition, the controller 156 may utilize signals from various sensors to determine whether any catalyst members are disconnected or damaged (e.g., by determining a thermal efficiency of a catalyst member and comparing the thermal efficiency to a thermal effect threshold, etc.).

The exhaust aftertreatment system 126 also includes an exhaust gas exhaust conduit 206 (e.g., pipe, line, tailpipe, etc.). The exhaust gas exhaust conduit 206 may be in fluid communication with the downstream catalyst member assembly housing 184 and configured to receive exhaust gas from the downstream catalyst member assembly housing 184 (e.g., after the exhaust gas has interfaced with the downstream catalyst member 186, etc.).

In some embodiments, the exhaust aftertreatment system 126 includes a reductant delivery system. The reductant delivery system provides a reductant (e.g., urea, etc.) into the exhaust gas upstream of the upstream catalyst member assembly 146 and/or the downstream catalyst member assembly 182.

FIG. 4 illustrates an upstream catalyst member assembly 146 according to various embodiments. In these embodiments, upstream catalyst member assembly housing 148 includes an upstream catalyst member intake port 400 (e.g., an intake body, an intake shell, etc.). The upstream catalyst member intake port 400 is configured to be coupled to the exhaust gas intake conduit 142 or the turbocharger 114. In various embodiments, the upstream catalyst member inlet 400 has a generally frustoconical shape.

The upstream catalyst member assembly 146 also includes a cross plate 402 (e.g., a flow rectifier, etc.). Cross plate 402 includes an annular ring 404. Annular ring 404 is coupled to upstream catalyst member assembly housing 148. In some embodiments, the annular ring 404 is coupled to the upstream catalyst member intake port 400 (e.g., near an inlet of the upstream catalyst member intake port 400, etc.). The annular ring 404 is located between the turbocharger 114 and the upstream catalyst member 150.

Annular ring 404 is centered on a ring axis 405. In other words, the center point of the cross-section of the annular ring 404 is disposed on the ring axis 405.

Cross plate 402 also includes a first cross member (e.g., bracket, spacer, etc.) 406. A first cross member 406 is coupled to the annular ring 404 and extends across the annular ring 404, dividing the annular ring 404 into two cross member apertures 407 such that exhaust gas flows around the first cross member 406 as it flows through the annular ring 404. In this way, the first cross member 406 may provide a mechanism for straightening the flow of exhaust gas prior to the exhaust gas interfacing with the upstream catalyst member 150. Each cross member aperture 407 facilitates the flow of exhaust gas through the cross plate 402.

In various embodiments, the first cross member 406 intersects the loop axis 405. As a result, the first cross member 406 provides two equal areas (equal areas) for exhaust gas to flow through the cross member holes 407 (e.g., along a plane orthogonal to the ring axis 405). This may minimize swirling of the exhaust gas downstream of the first cross member 406, thereby enhancing the ability of the upstream catalyst member 150 to perform catalytic reactions.

Cross plate 402 also includes a second cross member 408 (e.g., bracket, divider, etc.). The second cross member 408 is coupled to the annular ring 404 and extends across the annular ring 404, dividing the annular ring 404 into two cross member apertures 407 such that the exhaust gas flows around the second cross member 408 as it flows through the annular ring 404. In this manner, the second cross member 408 may provide a mechanism for straightening the flow of exhaust gas prior to the exhaust gas contacting the upstream catalyst member 150.

In various embodiments, the second cross member 408 intersects the loop axis 405. As a result, the second cross member 408 provides two equal area cross member holes 407 for exhaust gas to flow through. This may minimize swirling of the exhaust gas downstream of the second cross member 408, thereby enhancing the ability of the upstream catalyst member 150 to perform catalytic reactions.

In various embodiments, the first cross member 406 and the second cross member 408 each intersect the loop axis 405, and the first cross member 406 is orthogonal to the second cross member 408. In these embodiments, the first cross member 406 and the second cross member 408 cooperate with the annular ring 404 to define four equal area cross member apertures 407.

The upstream catalyst member assembly 146 also includes a perforated plate 410. Perforated plate 410 is coupled to upstream catalyst member assembly housing 148. Perforated plate 410 is at least partially disposed between upstream catalyst member 150 and turbocharger 114. In embodiments where the upstream catalyst member assembly 146 includes a cross plate 402 and a perforated plate 410, the perforated plate 410 is at least partially disposed between the upstream catalyst member 150 and the cross plate 402.

Perforated plate 410 includes a plurality of perforated plate perforations 412 (e.g., holes, fenestrations, apertures, etc.). Each of the perforated plate perforations 412 facilitates the flow of exhaust gas through the perforated plate 410.

In various embodiments, the perforated plate 410 is at least partially raised relative to the upstream catalyst member 150. In other words, a central portion of the perforated plate 410 (e.g., a portion proximate the first axis 144) is positioned farther from the upstream catalyst member 150 than a peripheral portion of the perforated plate 410 (e.g., a portion proximate the upstream catalyst member assembly housing 148, etc.).

The upstream catalyst member assembly housing 148 also includes an upstream catalyst member exhaust port 414 (e.g., an exhaust port body, an exhaust port housing, etc.). The upstream catalyst member exhaust port 414 is configured to be coupled to the exhaust transfer conduit 178. In various embodiments, such as shown in fig. 4, the upstream catalyst member exhaust port 414 has a generally frustoconical shape in various embodiments. In other embodiments, such as shown in fig. 6, the upstream catalyst member exhaust port 414 is an end cap configured to redirect exhaust gas generally in a direction radial or tangential to the upstream catalyst member 150.

7-9 illustrate the upstream catalyst component assembly 146 coupled to the engine component 700 using the mounting bracket 176. The engine component 700 is an engine hook. Mounting bracket 176 includes a mounting bracket mounting surface 702. Mounting bracket mounting surface 702 is coupled to engine component 700. In some embodiments, mounting bracket mounting surface 702 and engine component 700 each include an aperture, and at least one fastener is used to couple mounting bracket mounting surface 702 to engine component 700. In various embodiments, mounting bracket mounting surface 702 is welded, fused, or otherwise coupled to engine component 700.

Mounting bracket 176 also includes a mounting bracket span 704. Mounting bracket span 704 abuts mounting bracket mounting surface 702 and facilitates separation of upstream catalyst member assembly 146 from engine component 700.

The mounting bracket 176 also includes a mounting bracket support 706. The mounting bracket support 706 is configured to interface with the upstream catalyst member assembly housing 148 to support the upstream catalyst member assembly housing 148 relative to the engine component 700. In various embodiments, the mounting bracket support 706 is curved and configured to extend at least partially around the upstream catalyst member assembly housing 148.

Fig. 10 and 11 illustrate the upstream catalyst member assembly 146 coupled to the engine component 1000 using a mounting bracket 176. The engine component 1000 is a flywheel housing. The mounting bracket 176 includes a mounting bracket mounting surface 1002. Mounting bracket mounting surface 1002 is coupled to engine component 1000. In some embodiments, mounting bracket mounting surface 1002 and engine component 1000 each include a hole, and at least one fastener is used to couple mounting bracket mounting surface 1002 to engine component 1000. In other embodiments, mounting bracket mounting surface 1002 is welded, fused, or otherwise coupled to engine component 1000.

The mounting bracket 176 also includes a mounting bracket span 1004. Mounting bracket span 1004 abuts mounting bracket mounting surface 1002 and facilitates separation of upstream catalyst member assembly 146 from engine component 1000.

The mounting bracket 176 also includes a mounting bracket support 1006. The mounting bracket support 1006 is configured to interface with the upstream catalyst member assembly housing 148 to support the upstream catalyst member assembly housing 148 relative to the engine component 1000. In various embodiments, the mounting bracket support 1006 is curved and configured to extend at least partially around the upstream catalyst member assembly housing 148.

Fig. 12 illustrates a mounting bracket 176 according to various embodiments. The mounting bracket 176 includes a mounting bracket mounting surface 1202. The mounting bracket mounting surface 1202 includes mounting holes 1203. To couple the mounting bracket 176 to the engine component, a fastener is inserted through the mounting hole 1203 and received in a hole in the engine component.

Mounting bracket 176 also includes a mounting bracket span 1204. Mounting bracket span 1204 abuts mounting bracket mounting surface 1202 and facilitates separation of upstream catalyst member assembly 146 from engine component 1000. Mounting bracket span 1204 may include at least one structural rib to provide rigidity to mounting bracket 176.

The mounting bracket 176 also includes a mounting bracket support 1206. Mounting bracket support 1206 is configured to interface with upstream catalyst member assembly housing 148 to support upstream catalyst member assembly housing 148 relative to the engine components. In various embodiments, mounting bracket support 1206 is curved and configured to extend at least partially around upstream catalyst member assembly housing 148.

The mounting bracket support 1206 includes two support holes 1208. Each of the support holes 1208 is configured to receive a pin 1210 (e.g., a fastener, etc.) for coupling a strap 1212 (e.g., a strap segment, etc.) to the mounting bracket support 1206. The strap 1212 may be tightened together using a pull fastener (draw fastener) 1214. The upstream catalyst member assembly housing 148 may be secured against the mounting bracket support 1206 by tightening the straps 1212 together using the pulling fasteners 1214.

Fig. 13 illustrates a mounting bracket 176 according to various embodiments. The mounting bracket 176 includes a mounting bracket mounting surface 1302. Mounting bracket mounting surface 1302 includes mounting holes 1303. To couple the mounting bracket 176 to the engine component, a fastener is inserted through the mounting hole 1303 and received in a hole in the engine component.

Mounting bracket 176 also includes a mounting bracket span 1304. Mounting bracket span 1304 abuts mounting bracket mounting surface 1302 and facilitates separation of upstream catalyst member assembly 146 from engine component 1000. Mounting bracket span 1304 may include at least one structural rib to provide rigidity to mounting bracket 176.

Mounting bracket 176 also includes a mounting bracket support 1306. Mounting bracket support 1306 is configured to interface with upstream catalyst member assembly housing 148 to support upstream catalyst member assembly housing 148 relative to engine components. In various embodiments, mounting bracket support 1306 is curved and configured to extend at least partially around upstream catalyst member assembly housing 148.

Mounting bracket support 1306 includes two support holes 1308. Each of the support holes 1308 is configured to receive a pin 1310 (e.g., a fastener, etc.) for coupling a strap 1312 (e.g., a strap segment, etc.) to the mounting bracket support 1306. The straps 1312 may be tightened together using a pull fastener 1314. The upstream catalyst member assembly housing 148 may be secured against the mounting bracket support 1306 by tightening the straps 1312 together using the pull fasteners 1314.

FIG. 14 illustrates an upstream catalyst member assembly 146 according to various embodiments. Upstream catalyst member assembly housing 148 includes an upstream catalyst member inlet 1400. The upstream catalyst member intake 1400 may be in fluid communication with the turbocharger 114 and/or the exhaust gas intake conduit 142 and configured to receive exhaust gas from the turbocharger 114 and/or the exhaust gas intake conduit 142. Upstream catalyst member intake 1400 is centered on an inlet axis 1402.

The upstream catalyst member assembly housing 148 includes an upstream catalyst member exhaust port 1404. The upstream catalyst member exhaust port 1404 may be in fluid communication with the exhaust transfer conduit 178 and configured to provide exhaust gas to the exhaust transfer conduit 178. Upstream catalyst member exhaust port 1404 is centered on an outlet axis 1406. Upstream catalyst member assembly housing 148 is configured such that inlet axis 1402 is parallel to outlet axis 1406 and offset from outlet axis 1406.

The upstream catalyst member assembly housing 148 also includes a mounting sleeve 1408. A mounting sleeve 1408 is disposed about the upstream catalyst member assembly housing 148 and is configured to separate the upstream catalyst member assembly housing 148 from the mounting bracket 176. In some embodiments, the mounting sleeve 1408 may provide insulation (e.g., vibration insulation, thermal insulation, etc.) between the mounting bracket 176 and the upstream catalyst member assembly housing 148.

Figure 16 illustrates a multi-well plate 410 according to various embodiments. In addition to perforated plate perforations 412, perforated plate 410 also includes slots 1600. Slot 1600 abuts the annular periphery of perforated plate 410. Slots 1600 may facilitate the extension of various components (e.g., sensors, portions of upstream catalyst member assembly housing 148, etc.) through perforated plate 410.

While this specification contains many specific implementation details, these should not be construed as limitations on the scope of what may be claimed, but rather as descriptions of features specific to particular implementations. Certain features that are described in this specification in the context of separate embodiments can also be implemented in combination in a single embodiment. Conversely, various features that are described in the context of a single embodiment can also be implemented in multiple embodiments separately or in any suitable subcombination. Furthermore, although features may be described as acting in certain combinations and even initially claimed as such, one or more features from a claimed combination can in some cases be excised from the combination, and the claimed combination may be directed to a subcombination or variation of a subcombination.

As utilized herein, the terms "substantially," "approximately," "about," and similar terms are intended to have a broad meaning consistent with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. Those skilled in the art who review this disclosure will appreciate that these terms are intended to allow for the description of certain features described and claimed without limiting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or variations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the appended claims.

The term "coupled" and similar terms as used herein mean that two components are joined to one another either directly or indirectly. Such joining may be fixed (e.g., permanent) or movable (e.g., removable or releasable). Such joining may be achieved by the two components or the two components and any additional intermediate components being integrally formed as a single unitary body with one another, by the two components or the two components and any additional intermediate components being attached to one another.

As used herein, the terms "fluidly communicable with … …," "fluidly communicable with … …," "fluidly coupled to," etc. mean that two components or objects have a passageway formed therebetween in which a fluid, such as air, fuel, an air-fuel mixture, etc., may flow with or without an intervening component or object. Examples of fluid couplings or configurations for achieving fluid communication may include pipes, channels, or any other suitable components for achieving a flow of fluid from one component or object to another component or object.

It is noted that the configuration and arrangement of the various systems shown in the various exemplary embodiments are illustrative only and not limiting in nature. All changes and modifications that come within the spirit and/or scope of the described embodiments are desired to be protected. It should be understood that some features may not be necessary and embodiments lacking the same may be contemplated as within the scope of the disclosure, the scope being defined by the claims that follow. When the language "a portion" is used, the item can include a portion and/or the entire item unless specifically stated to the contrary.

Furthermore, the term "or" is used in the context of a list of elements in its inclusive sense (and not in its exclusive sense) such that when used in conjunction with a list of elements, the term "or" means one, some, or all of the elements in the list. Unless expressly stated otherwise, a conjunctive such as the phrase "X, Y or at least one of Z" should be understood from context to be commonly used to express an item, term, etc. that may be: x; y; z; x and Y; x and Z; y and Z; or X, Y and Z (i.e., any combination of X, Y and Z). Thus, such conjunctions are generally not intended to imply that certain embodiments require at least one of X, at least one of Y, and at least one of Z to be present individually, unless otherwise indicated.

In addition, unless otherwise indicated, the use of value ranges herein (e.g., W1-W2, etc.) include their maximum and minimum values (e.g., W1-W2 include W1 and include W2, etc.). Further, unless otherwise indicated, a range of values (e.g., W1-W2, etc.) does not necessarily require the inclusion of intermediate values within the range of values (e.g., W1-W2 may include only W1 and W2, etc.).

Claims

1. A natural gas internal combustion engine system, comprising:

a natural gas internal combustion engine;

a turbocharger fluidly communicable with the natural gas internal combustion engine and configured to receive exhaust gas from the natural gas internal combustion engine; and

an exhaust aftertreatment system, the exhaust aftertreatment system comprising:

an upstream catalyst member assembly comprising:

an upstream catalyst member assembly housing fluidly communicable with the turbocharger and configured to receive exhaust gas from the turbocharger; and

an upstream catalyst member disposed within the upstream catalyst member assembly housing;

a downstream catalyst member assembly comprising:

2. The natural gas internal combustion engine system of claim 1, wherein the exhaust aftertreatment system further comprises:

A temperature of the exhaust gas upstream of the upstream catalyst member; and

a controller configured to:

receiving the first signal; and

based on the first signal, determining at least one of:

A turbocharger control parameter associated with operation of the turbocharger.

3. The natural gas internal combustion engine system of claim 2, wherein:

the downstream catalyst member assembly further comprises:

The controller is further configured to:

receiving the second signal; and

based on the second signal, determining at least one of:

the engine control parameter; or

The turbocharger control parameter.

4. The natural gas internal combustion engine system of claim 1, further comprising an exhaust gas intake conduit fluidly communicable with the turbocharger and the upstream catalyst member assembly housing, the exhaust gas intake conduit configured to receive exhaust gas from the turbocharger and provide the exhaust gas to the upstream catalyst member assembly housing, the exhaust gas intake conduit centered about a first axis;

wherein the upstream catalyst member assembly is spaced from the turbocharger along the first axis by a first spacing length;

wherein the exhaust gas transfer conduit is centered about a second axis;

wherein the downstream catalyst member assembly is spaced from the turbocharger along the first and second axes by a second spacing length; and is

Wherein the first gap length is equal to between 1% of the second gap length and 12% of the second gap length, including 1% of the second gap length and 12% of the second gap length.

5. The natural gas internal combustion engine system of claim 1, wherein:

the upstream catalyst member is spaced from the turbocharger along a first axis by a first spacing length;

the downstream catalyst member assembly is spaced from the turbocharger along a second axis by a second spacing length; and is

The first gap length is equal to between 1% of the second gap length and 12% of the second gap length, including 1% of the second gap length and 12% of the second gap length.

6. The natural gas internal combustion engine system of claim 5, wherein the second axis intersects the first axis.

7. The natural gas internal combustion engine system of claim 1, wherein:

the upstream catalyst member comprises an upstream catalytic coating having a first density and comprising at least one platinum group metal; and is

The downstream catalyst member includes a downstream catalytic washcoat having a second density equal to between 50% and 115% of the first density, including 50% and 115% of the first density, and including at least one platinum group metal.

8. The natural gas internal combustion engine system of claim 1, wherein:

the upstream catalyst member has a first volume; and is

The downstream catalyst member has a second volume equal to between 95% of the first volume and 160% of the first volume, including 95% of the first volume and 160% of the first volume.

9. The natural gas internal combustion engine system of claim 1, wherein the upstream catalyst member assembly housing is coupled to the turbocharger.

10. A natural gas internal combustion engine system, comprising:

a natural gas internal combustion engine comprising an engine component;

an exhaust aftertreatment system, the exhaust aftertreatment system comprising:

an upstream catalyst member assembly comprising:

an upstream catalyst member assembly housing coupled to the turbocharger, fluidly communicable with the turbocharger, and configured to receive exhaust gas from the turbocharger; and

a perforated plate coupled to the upstream catalyst member assembly housing, disposed at least partially between the upstream catalyst member and the turbocharger, and comprising a plurality of perforated plate perforations, each of the plurality of perforated plate perforations configured to facilitate a flow of exhaust gas therethrough; and

a mounting bracket coupled to the upstream catalyst member assembly housing and the engine component, the mounting bracket supporting the upstream catalyst member on the engine component.

11. The natural gas internal combustion engine system of claim 10, wherein the perforated plate is at least partially raised relative to the upstream catalyst member.

12. The natural gas internal combustion engine system of claim 11, further comprising a cross plate, the cross plate comprising:

an annular ring coupled to the upstream catalyst member assembly housing, disposed at least partially between the perforated plate and the turbocharger, and centered about a ring axis;

a first cross member coupled to the annular ring and intersecting the ring axis; and

13. The natural gas internal combustion engine system of claim 12, wherein each of the plurality of cross member holes is defined by a cross-sectional area along a plane orthogonal to the ring axis.

14. The natural gas internal combustion engine system of claim 10, further comprising:

a downstream catalyst member assembly comprising:

15. The natural gas internal combustion engine system of claim 10, wherein the engine component is an engine hook.

16. The natural gas internal combustion engine system of claim 10, wherein the engine component is a flywheel housing.

17. A natural gas internal combustion engine system, comprising:

a natural gas internal combustion engine;

an exhaust aftertreatment system, the exhaust aftertreatment system comprising:

an upstream catalyst member assembly comprising:

an upstream catalyst member intake port fluidly communicable with the turbocharger, configured to receive exhaust gas from the turbocharger and defining an inlet centered on an inlet axis;

an upstream catalyst member assembly housing fluidly communicable with the upstream catalyst member intake port and configured to receive exhaust gas therefrom;

an upstream catalyst member disposed within the upstream catalyst member assembly housing; and

an upstream catalyst member exhaust port configured to provide exhaust gas and defining an outlet centered on an outlet axis that is offset from the inlet axis; and

a perforated plate coupled to the upstream catalyst member assembly housing, disposed at least partially between the upstream catalyst member and the upstream catalyst member inlet, and comprising a plurality of perforated plate perforations, each of the plurality of perforated plate perforations configured to facilitate a flow of exhaust gas through the perforated plate.

18. The natural gas internal combustion engine system of claim 17, further comprising a controller;

A temperature of the exhaust gas within the upstream catalyst member; and is

Wherein the controller is configured to:

receiving the first signal; and

based on the first signal, determining at least one of:

A turbocharger control parameter associated with operation of the turbocharger.

19. The natural gas internal combustion engine system of claim 18, wherein the outlet axis is parallel to the inlet axis.

20. The natural gas internal combustion engine system of claim 17, further comprising:

a downstream catalyst member assembly comprising: