EP2392790B1 - Système et procédé pour piège à particules - Google Patents

Système et procédé pour piège à particules Download PDF

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Publication number
EP2392790B1
EP2392790B1 EP10005864.3A EP10005864A EP2392790B1 EP 2392790 B1 EP2392790 B1 EP 2392790B1 EP 10005864 A EP10005864 A EP 10005864A EP 2392790 B1 EP2392790 B1 EP 2392790B1
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EP
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Prior art keywords
trap
particulate
pressure
duct
particulate trap
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EP10005864.3A
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German (de)
English (en)
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EP2392790A1 (fr
Inventor
John M. Bailey
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Illinois Valley Holding Co
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Illinois Valley Holding Co
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Priority to PL10005864T priority patent/PL2392790T3/pl
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/022—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
    • F01N3/0222—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0233—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles periodically cleaning filter by blowing a gas through the filter in a direction opposite to exhaust flow, e.g. exposing filter to engine air intake

Definitions

  • the present invention relates to a system and a method for regenerating a particulate trap.
  • the Environmental Protection Agency has issued increasingly stringent standards for particulate and NOx emissions.
  • the standards in place in October, 2002 include 0. 1 g/hp-hr for particulates and 2.0 g/hp-hr for NOx.
  • these will be further reduced to 0.01 g/hp-hr for particulates and 0.2 g/hp-hr for NOx.
  • Industry has intensive programs aimed at achieving these requirements.
  • WO 2005 113 950 A2 discloses a method and apparatus for filtering or trapping particulate from engine exhaust and periodically disposing of the collected soot and ash.
  • the system uses a monolithic ceramic trap having passages with porous walls through which the exhaust is passed to filter out the particles at very high (90-97%) trapping efficiency.
  • the systems use wall-flow traps in single or multi-trap configurations. Each of these systems can be used with any diesel engine and is capable of achieving the EPA particulate standards for the foreseeable future. Engine manufacturers can concentrate on achieving the very challenging NOx standards without concern for particulate emissions control.
  • the particulate trap system can also be used for retrofit applications.
  • the wall-flow particulate trap systems use cordierite traps, such as Corning EX-80 or RC-200, to filter the exhaust gas by passing it through the porous walls of trap channels. This action removes 90-98% of the particulate and this collects on the inside surfaces of the passages as a layer or cake which after a few hours of operation increases the engine backpressure and must be removed to prevent adverse affect on engine performance. Most prior art trap systems remove this layer by burning the particulate or soot in the trap. To avoid excessive temperatures during this operation, expensive noble metal catalytic coatings are required and ultra low sulfur fuel must be used which will not be broadly available for a number of years.
  • cordierite traps such as Corning EX-80 or RC-200
  • the engines must be operated at a relatively high average load factor to assure that burn-out occurs before too much soot is collected.
  • heaters such as burners or late injection coupled with catalysts are increasingly employed.
  • the incombustible ash builds up on the traps and must then be cleaned in an expensive and disruptive maintenance operation. It is desirable to overcome one or more of these problems.
  • objects include one or more of the following:
  • a system for regenerating a particulate trap in an exhaust system of an internal combustion engine including a wall-flow particulate trap having a plurality of porous walls for filtering engine exhaust and removing particulates therefrom to form a particulate cake on the porous walls, a valving mechanism downstream of said trap for periodically creating a pressure increase throughout the exhaust system, said valving mechanism including a relief valve having a first open position permitting flow of filtered exhaust to atmosphere and a second position restricting flow of the filtered exhaust until the pressure throughout the exhaust system reaches a pre-selected level; a reversing apparatus having a purge duct upstream of said trap and a mode valve associated with the purge duct for periodically creating a substantially instantaneous reverse pressure drop across porous walls of said trap fluidly connected to the purge duct to dislodge accumulated particulate cake and causing the filtered exhaust gas to flow back through the porous walls to remove the dislodge particulate from said trap and to be received in
  • the reversing apparatus includes an indexing mechanism upstream of said trap to periodically change the said portion of the porous walls receiving the back flow of filtered exhaust gas so that the entire trap is systematically cleaned.
  • wall-flow single trap and multi-trap technology is used to reduce particulate emissions.
  • the particulate trap system can be located almost anywhere in the exhaust system and is substantially independent of the engine and its controls.
  • aspects of the present invention include alternative regeneration strategies and associated control systems to effectively dislodge and remove the soot/ash deposits from the passages of single trap and multi-trap particulate trap systems during regeneration.
  • the improvements relate to the manner in which the components operate and/or interact with each other.
  • some of the improvements interact with, or provide, diesel exhaust brakes that are increasingly popular for larger vehicles such as trucks and motor homes.
  • These alternative strategies assure effective regeneration and improved durability and reliability of the particulate trap systems and are adaptable to a broad range of industrial engines and vehicles such as automobiles, trucks, and buses.
  • the particulate trap systems avoid the necessity of using high pressure air, used by some companies, by using a reverse flow of filtered exhaust gas to create a pulse-induced reverse pressure drop across the trap of sufficient magnitude and duration to dislodge and erode the accumulated soot and ash cake and to transport the dislodged particles to an external chamber for suitable disposal.
  • a reverse flow of filtered exhaust gas to create a pulse-induced reverse pressure drop across the trap of sufficient magnitude and duration to dislodge and erode the accumulated soot and ash cake and to transport the dislodged particles to an external chamber for suitable disposal.
  • the reverse pressure is permitted to exist across only a smaller number of the passages at a given time, only these passages will have their soot dislodged and removed and the resultant reverse flow rate at a given time will be much less.
  • FIGS. 1 and 2 show the salient features of a particulate trap system with which various improvements are utilized.
  • the principal parts are a monolithic wall-flow trap 20, a duct rotor 24, a duct rotor ratchet actuator 40, a mode valve assembly 32, a remotely actuated relief valve 38, and a cyclone separator 44, with its attached igniter 46 and ash storage chamber 48.
  • the mode valve assembly 32 includes a purge duct 28, a two-position valve 34, and a mode valve actuator 36.
  • the duct rotor 24 includes a duct section 27 and a ring gear 29, and is mounted loosely on a pilot bearing 26 which keeps the duct rotor centered.
  • the duct rotor 24 is pressed against the face of the trap 20 by a spring/seal 30, with just enough force to preclude the duct rotor from moving off the face of the trap due to inertia or gas loading.
  • the contact between the duct rotor and the trap is shown by footprint 23, indicated in FIG. 2A .
  • the footprint 23, results in a reverse flow duct section 22, and a continuous ring of contact between the duct rotor and the trap.
  • the enclosed area of the reverse flow duct section 22, of the duct rotor/trap footprint is only about 4-6% of the total area of the trap entrance face.
  • the faces of the duct rotor 24, and the trap 20, that contact each other are ground very flat and smooth to permit relative movement with negligible wear.
  • the remote actuated relief valve 38 In normal filtration operation, shown in FIG. 1 , the remote actuated relief valve 38, is wide open and pressure P2 is substantially ambient. Engine exhaust enters the large majority of the trap passages and, because the mode valve 36 is not energized, exhaust flows past the mode valve 34 and enters the reverse flow duct section 22.
  • the igniter coil 46 is energized. After a brief period for the igniter coil to reach a desired temperature, the remote actuated relief valve 38 is actuated and pressure P2 is raised to a substantially constant pressure sufficient to dislodge the particulate cake. Then the mode valve actuator 36, is energized to move the mode valve 34 to the position shown. This prevents further exhaust flow into the reverse flow duct and, at the same time, opens the reverse flow duct 22, to ambient pressure.
  • FIG. 3 illustrates an electromechanical remotely actuated relief valve which includes two hemispherical butterfly valves 50 that are closed in response to an electrical input to an actuator 52.
  • the pressure immediately builds up and impose a force against the butterfly valves 50.
  • the force will act through linkages 54, and overcome a low rate spring 56 that is pre-loaded between slip link 57 and an actuator plunger 58.
  • the butterfly valves will open as required to maintain the desired pressure regardless of the engine speed and load.
  • a relief valve of this type can be used in the various particulate trap systems.
  • FIG. 4 illustrates a ratchet drive having springs 60, 62 with integral pawls that engage teeth 64 in ring gear 29, and are used for actuation.
  • the springs are made from a material that will retain its mechanical properties under all anticipated temperatures that the trap system will encounter.
  • Use of a ratchet mechanism of this type for the rotor drive has important advantages such as freedom for the duct rotor to expand and contract due to changes in exhaust temperature without affecting the ratchet action.
  • An important advantage is that the ratchet actuation is effected by digital pulses of electricity. Consequently, the duct rotor rotation can occur or be stopped at will.
  • the digital nature of the ratchet actuation simplifies the control device that is used to provide the desired regeneration strategy. Also, no changes need to be made to the ratchet actuation device for various single and multi-trap particulate trap configurations.
  • FIG. 5 schematically illustrates the particulate trap regeneration principle during normal filtration.
  • the monolithic wall-flow particulate trap 20 has a plurality of porous walls 20W which are contiguous to each other. It will be noted that of the trap passages (a portion of which are shown enlarged in FIG. 5 ), only about five percent are regenerated at a given time and exhaust gas continues to pass through the remaining ninety five percent of the trap passages where it is filtered and continues to pass through the remote actuated relief valve (not shown in this view). Because the three-way mode valve is in the position shown, five percent of the exhaust gas enters the selected passages in which it is filtered and then mixes with the exhaust passing through the relief valve.
  • the remote actuated relief valve is open and P2 is at ambient pressure.
  • the duct rotor is moved to select a new group of passages to prevent it from becoming stuck by particulate.
  • the events continue as described above.
  • the pressure at the trap exit is increased by actuating a relief valve 38 or 76 set, for example, at 35 psig. This will raise the pressure in the entire exhaust system upstream of the relief valve, including in all of the passages in the trap 20 including the selected group. However, with the mode valve 32 closed as shown, the flow continues as before through the selected passages. The pressures in the passages have been labeled P1 for the inlet passages and P2 for the exit passages of the group. During this period the pressures P1 and P2 are nearly equal. This is Phase 1 of the regeneration process as will be discussed more fully later.
  • FIG. 6 shows the particulate trap principle during Phase 2 of the regeneration process.
  • the mode valve has been changed to-the open position, thus connecting the inlet passages to the purge duct which is at ambient pressure and, by the same action, precluding exhaust from entering the inlet passages. Therefore, the pressure in all of the inlet passages in the selected group shown as P3 almost instantly drops to ambient. It is theorized that a depression wave occurs in the inlet passages of the selected group. However, the pressure in all of the exit passages shown as P2 remains at the high 35 psig pressure. Thus, almost instantly a reverse pressure of 35 psi is imposed across the porous walls of the selected group of passages.
  • FIG. 7 shows more detail of phase 1 of the regeneration process during normal filtration.
  • the FIG. 5 design is somewhat different from the FIG. 1 design and different reference numerals have been provided for similar parts.
  • most of the exhaust from the engine passes directly through the trap to be filtered.
  • the mode valve 34 is closed, about 5% of the exhaust enters the purge duct and enters a small group of trap passages from the reverse flow duct 70.
  • This exhaust is also filtered and then joins the majority of the filtered exhaust gas and then passes through the remote actuated relief valve (shown at 38 in FIG. 1 ) and thence to the atmosphere.
  • FIG. 8 shows more detail of phase 2 of the regeneration process during the regeneration step.
  • the mode valve 34 has been actuated upwardly and is seated in the upper position. This prevents the flow of exhaust into the reverse flow duct 70.
  • the mode valve 34 opens the reverse flow duct 70 to ambient pressure. This causes the pressure in the reverse flow duct to also drop to ambient. This drop in pressure results in a depression wave passing through the contaminated passages causing an almost instantaneous pressure drop across the porous trap passage walls as a pulse. This sharp application of the pulse is effective in dislodging the particulate cake. Also, this drop in pressure P3 in the reverse flow duct 70 causes a pressure difference between P1 and P3. If the relief valve (e.g.
  • the mode valve 34 again closes, returning the regeneration process to phase 1.
  • This causes the pressure P3 in the reverse flow duct 70 to equal the pressure P1 at the trap entrance. This removes all pressure induced force pushing the duct rotor 68 against the face of trap 20, leaving only the light force of spring seal 30.
  • a control (hereafter described in detail) causes the ratchet 42 to rotate the duct rotor 68 to the next group of contaminated passages.
  • FIG. 9 shows the pressure vs. time curves for each of the above discussed phases of the regeneration process.
  • a simple secondary timer (hereinafter described) which rotates at a constant speed of about 1 revolution per each 10 seconds. Since there are about 40 groups of contaminated passages to be cleaned and only one group is cleaned per revolution of the secondary timer, the entire trap will be cleaned in 400 seconds or about 7 minutes. Other embodiments can be cleaned even faster, even under 2 minutes. Secondary timers of this general type are usable in all trap systems described herein.
  • FIG. 10 shows the particulate trap system from FIG. 6 to which a D-Celerator® diesel exhaust brake 76 marketed by United States Gear Corp. has been installed for use as the remote actuated relief valve 34.
  • This exhaust brake 76 is electrically actuated and is available in various sizes. It has been developed to provide pressures from 23 to 60 psi for diesel engine braking. However, when regeneration is carried out in concert with exhaust braking, the use of 35 psig is preferred because the published literature states that this lower pressure is safe for all diesel engines without modification. This pressure exceeds the reverse pressure required for regeneration under all conditions that might be expected in service. As has been discussed, the system can operate with these high reverse pressure drops while maintaining negligible wear of the rotor 68 and trap 20 against which it is engaged. However, unless used as an exhaust brake in the various embodiments, the D-Celerator® is adjusted to provide only enough pressure to assure adequate regeneration.
  • a spiral burner 78 for separating and burning the soot. Because the average flow rate of the purge flow is quite small, the entire purge flow with its entrained soot particles can be passed through the spiral burner 78.
  • the spiral burner has a very high temperature nickel/ chrome igniter element wound around its periphery. The soot particles are moved outwardly by centrifugal force as they spin through the spiral burner and are ignited and burned on contact.
  • the incombustible ash is so minute for each regeneration that it is believed the ash can simply be carried out with the exhaust without adverse effects to the environment.
  • control systems are described using electro-mechanical components. While these will perform satisfactorily, it should be understood that many or all of the control components may be computerized and/or executed using solid state technology.
  • FIGS. 11 and 11A illustrate a control system used for the single trap particulate trap system in which regeneration is initiated after a fixed time of engine operation.
  • the fixed time period is selected to assure that the trap will not exceed a safe loading of six grams per liter. However, it should be long enough for a reasonable particulate cake to accumulate in the passages of the trap 20. The cake provides more effective filtering and is amenable to dislodging during regeneration.
  • electrical power enters the control and passes through a circuit leading to a pulse generator 80. Between regeneration periods a single pole double throw (SPDT) relay 81 is closed and the pulse generator 80 sends pulses of electricity every few minutes to the duct rotor ratchet drive actuator 42.
  • SPDT single pole double throw
  • the pulse generator When the relay 81 is in this postion, the pulse generator is disconnected from the secondary timer 88 to isolate the secondary timer 88 and its circuitry from the periodic pulses of electrical energy. The action of the pulse generator keeps the duct rotor from becoming stuck due to particulate deposits.
  • power is constantly supplied via line 83 to a main timer 82 which runs all of the time that the engine is in operation. After the engine has operated for say, two hours, the igniter contact 84 closes and energizes the igniter element of spiral burner 78. After about three minutes to allow the igniter element to reach its maximum temperature, the event circuit contact 86 is closed and the event circuits energized. Closing the event contact 86 causes SPDT relay 81 to open.
  • the secondary timer 88 continues to run, this alternate action occurs until all of the groups of passages in trap 20 have been cleaned. This will require about seven minutes.
  • the main timer 82 runs continuously during engine operation. Consequently, after about 10 minutes to assure all of the passage groups have been cleaned, the main timer 82 opens both the igniter contact 84 and the event contact 86. At this time, the remote actuated relief valve 38, secondary timer 88, and igniter in spiral burner 78 are turned off.
  • the relay 81 is turned off and its contacts closed to again return the pulse generator 80 to its task of periodically rotating the duct rotor 68. The particulate trap system is thus returned to normal filtration operation for another two hours.
  • FIGS. 12 and 12A illustrate a control for the single trap particulate trap system in which regeneration is initiated after the trap pressure drop has reached a pre-selected value.
  • the power is directed to the control all of the time that the engine is operating.
  • power is supplied to a pulse generator 90, then through a normally closed SPDT relay switch 99, to the ratchet 42.
  • the relay 99 When the relay 99 is in this position, the pulse generator 90 is disconnected from the secondary timer 98 to isolate the secondary timer 98 and its circuitry from the periodic pulses of energy.
  • Power is also supplied to a switch 91 which is a time delay momentary pressure switch that closes when the trap pressure drop reaches a designated sustained level, e.g. 40 in.
  • SPDT relay switch 99 is energized and opened, thereby stopping the periodic actuation of the ratchet 42 at the trap and, at the same time, connects the secondary timer 98 to the duct rotor ratchet actuator 42. Current is also sent to the remote actuated relief valve 38 which is closed. Finally, power is sent to a secondary timer 98 which provides the power alternately to ratchet 42 and mode valve 34, thus carrying out the phase 1 and phase 2 steps as discussed in connection with FIG. 7 . Following completion of regeneration of all of the groups of passages, the main timer 92 will have turned enough to open both the igniter contact 94 and the event contact 96a. Because all the associated circuits are now turned off, the components all return to their normal filtration positions and the trap 20 returns to the normal filtration operation until the pressure drop across the trap again actuates the time delay momentary switch 91.
  • FIGS. 13 and 13A illustrate a control for a single-trap particulate in which regeneration is carried out when the remote actuated relief valve is actuated while the engine is operating at low idle. It has been stated by U.S. Gear that the pressure upstream of their exhaust valve (remote actuated relief valve) under these conditions is 22 psig and can be maintained without causing engine stalling. In this configuration regeneration is initiated after reaching a designated trap pressure drop.
  • power is supplied to the pulse generator 108, then through-a normally closed SPDT relay switch 110, to the ratchet 42. When relay 110 is in this position, the pulse generator is disconnected from the secondary timer 118 to isolate the secondary timer and its circuitry from periodic pulses of electrical energy. Also power is supplied to a time-delay momentary pressure switch 104, which closes after the trap inlet pressure reaches a sustained 40 in. W.G., to signal that the trap is loaded and the regeneration period should begin.
  • time-delay momentary pressure switch 104 closes and power is sent to a single pole double throw (SPDT) switch 120 which is spring loaded to the right in the drawing. This directs power to the main timer drive 112a, causing main 112 to begin operating.
  • SPDT single pole double throw
  • igniter contact 114 closes and the igniter element in the spiral burner 78 is energized.
  • event circuit contact 116 closes and energizes the event circuit.
  • This action moves the SPDT relay 110 which opens and temporarily keeps the pulse generator 108 from rotating the duct rotor 24 and, at the same time, connects the secondary timer 118 to duct rotor ratchet drive 42.
  • the engine tachometer will not send a signal to pole single throw (SPST) 125 and it will be spring loaded to its open position. Under these conditions no electrical energy is sent to the remote actuated relief valve 38 and it will remain in its open position and the pressure at the trap exit will be ambient. Thus, momentary pressure switch 122 will also remain open. Under these conditions there will be no electrical energy transmitted to the drive circuit 112a of the main timer 112 and the drive circuit 118a of the secondary timer 118. The system will then remain poised until the driver takes his foot off of the accelerator and the engine speed drops to low idle.
  • SPST pole single throw
  • the engine tachometer When the driver closes the throttle and slows the engine to about 100 rpm above low idle, the engine tachometer will send an electrical signal to close relay 125. This will close the remote actuated relief valve 38, which will increase the pressure at the trap exit 122 which will, in turn, energize the drives for timer 112 and 118a and the regeneration process will begin. When the operator again accelerates the engine the increases the engine speed, relay 125 will open removing electrical energy from the relief valve which will open, the regeneration process will stop, the system will return to normal filtration and the control will remain poised.
  • FIGS. 14 and 14A illustrate a control for the single trap particulate system in which the regeneration is carried out in concert with diesel exhaust braking.
  • regeneration is initiated after reaching a designated trap pressure drop.
  • power is supplied to the pulse generator 108, then through a normally closed SPDT relay switch 110, to the ratchet 42.
  • relay 110 When relay 110 is in this position, the pulse generator is disconnected from the secondary timer 118 to isolate the secondary timer and its circuitry from periodic pulses of electrical energy.
  • power is supplied to a time-delay momentary pressure switch 104, which closes after the trap inlet pressure reaches a sustained 40 in. W.G., to signal that the trap is loaded and the regeneration process should begin.
  • normally-closed relay 106 opens by application of the brake control to prevent false signals of trap loading from being sent to the time delay momentary pressure switch 104.
  • time-delay momentary pressure switch 104 closes and power is sent to a single pole double throw (SPDT) switch 120 which is spring loaded to the right in the drawing. This directs power to the main timer drive 112a, causing main timer 112 to begin operating.
  • SPDT single pole double throw
  • igniter contact 114 closes and the igniter element in the spiral burner 78 is energized.
  • event circuit contact 116 closes and energizes the event circuit. This action moves the SPDT relay switch 120 to the left in the drawing, disconnecting all power to the main timer112 which temporarily stops.
  • the event circuit also sends a signal to the SPDT relay 110 which opens and temporarily keeps the pulse generator 108 from rotating the duct rotor 24 and, at the same time, connects the secondary timer 118 to duct rotor ratchet drive 42.
  • Energizing the event circuit also sends a signal to activate the exhaust brake control system which de-activates the cruise control and locks out the overdrive. In the Fig. 8 example, it also places the exhaust brake in the "D-Feat" mode of the United States Gear D-Celerator® system. In this mode, the exhaust brake 76 is applied whenever the driver lifts his foot from the accelerator, and the brake is released whenever the driver again presses the accelerator.
  • Energizing the event circuit also stops the main timer 112 which remains poised.
  • this action also turns on a cab signal that notifies the driver that the regeneration period is in progress.
  • the main timer 112 and the secondary timer 118 rotate at their respective speeds.
  • the igniter contact 114 and the event contact 116 open and all components will return to normal filtration mode.
  • the optional safety timer 123 and associated relays 126 and 128 is identified to begin to run for about one hour. If the trap is not cleaned and the event circuit deenergized within fifty minutes, the timer 123 will close relay 128 and provide a signal or apply the exhaust brake.
  • particulate trap system when the particulate trap system is integrated with an exhaust brake the increased engine backpressure required for regeneration occurs only during vehicle deceleration or idle operation. Consequently, the regeneration process has substantially no adverse affect on engine fuel consumption or the means used to control NOx or other gaseous emissions.
  • FIG. 15 illustrates an approach to provide greater particulate trap capacity with large industrial engines in various applications.
  • the single trap system is duplicated to provide a two trap system.
  • the particulate trap systems are identical to those used in single trap applications and appropriately sized. These are ducted together using one remote actuated relief valve 96, and one purge duct leading to a spiral burner, along with a suitably modified control.
  • the preferred remote actuated relief valve 96 is shown as a United States Gear Corp. D-Celerator®, it would be adjusted to provide just enough pressure to assure complete regeneration of the trap passages. It is assumed that few, if any, of the larger engines would use diesel exhaust brakes. It will apparent to those skilled in the art, that any of the single trap configurations that were discussed earlier can be executed as multi-trap configurations by use of the minor changes discussed in conjunction with FIGS. 16 & 17 .
  • FIGS. 16 and 16A illustrate the control for a multi-trap configuration in which regeneration is initiated every two hours.
  • This control is similar to the control shown and described in FIGS. 9 and 9A .
  • the same parts contain the same reference numerals as FIGS. 11 and 11A .
  • the changes relate to SPDT relay 148, and an arrangement for connecting the mode valves 34a and 34b, and ratchets 42a and 42b to the secondary timer 150.
  • the relay 148 contains a pole for each trap and the poles are operated together. There is little difference in the secondary timer 150 in this system. However, with multiple traps it is important that only one mode valve 34 is opened at any one time and that they be opened in sequence for the traps. Similarly, the ratchet 42 is also actuated for only one trap at a time but 180 degrees out of phase with the mode valves. This results in a steadier purge flow to and through the spiral burner.
  • FIGS. 17 and 17A illustrate a control for a multi-trap configuration in which regeneration is initiated by reaching a pre-selected pressure drop across the traps.
  • This control is similar to the control shown and described in FIGS. 12 and 12A for a single trap and the same parts contain the same reference numerals as in said FIGS.
  • the only difference between the multi-trap and single trap control is the SPDT relay 174 having a pole for each trap used and the connection of the secondary timer 172 to mode valves 34a and 34b and to ratchets 42a and 42b. Consequently, no further description is considered necessary.
  • FIG. 18 illustrates a cross section of secondary timer 88, 98, 118, 150 or 172 that can be used with any of the particulate trap systems.
  • the secondary timer consists of a rotor 180 which is insulated from the rotor drive motor (not shown) and the housing 182.
  • the rotor can be rotated by energizing drive line 184, as directed by the control.
  • the rotor 180 is electrically charged by line 186, and a slip ring (not shown).
  • the rotor 180 contains an integral contact lobe 188 that periodically briefly engages a brush or other electrical contact 190 which is also insulated from the housing 182. Electrical lines are run from the contacts 190 to the trap mode valves and ratchet actuators described above.
  • the rotor drive 184 is energized and the rotor begins to rotate at about six revolutions per minute.
  • a trap mode valve or trap ratchet will be actuated in the case of a single particulate trap system. This action will alternate between ratchet actuation (phase 1) and mode valve actuation (phase 2) during each half revolution of the rotor 180.
  • phase 1 ratchet actuation
  • phase 2 mode valve actuation
  • each engagement of the trap contact lobe 188, with an electrical contact 190 will actuate both a mode valve for one trap and, at the same instant, a ratchet for another trap.
  • the regeneration process once dictated by the control will continue without interruption until the entire trap has been cleaned.
  • the regeneration process will be interrupted each time the exhaust brake is turned off. This action will stop the rotation of the rotor 180.
  • the rotor When the exhaust brake is again applied, the rotor will again begin to rotate.
  • the rotor is constantly energized. If the contact lobe 188, is in contact with an electrical contact 190, when the rotor stops, the mode valve or ratchet will simply remain in the actuated position until once again the rotor begins to rotate.
  • FIG. 19 is a cross section of a test rig 200 used to load the trap by connection to the diesel engine exhaust as shown.
  • the test engine (not shown) is a small 3600 rpm Onan diesel engine such as used for a generator set in recreational vehicles.
  • the three cylinder four cycle engine has a displacement of 43.85 cubic inches (0.72 liters) and a rating of 16.6 HP at 3600 rpm and uses conventional No. 2 diesel fuel having less than 500 ppm sulfur.
  • the load of the engine can be varied from idle, one air conditioner operating or two air conditioners operating (actual hp steps unknown).
  • a 5.66 in. x 6.00 in. particulate trap module T is loaded axially and the gaskets G define a 3.5 in.
  • the particulate traps T obtained for the tests were two 5.66 in. dia. x 6 in. long Corning DuraTrapTM 200/12 modules, one of which was identified as and permanently labeled "A" and the other "B". Also obtained were two Corning DuraTrapTM 100/17 modules, one of which was identified as and permanently labeled "C” and the other "D”. All of the new traps were dried at 400 degrees Fahrenheit for 4-5 hours and then weighed using a scale with an accuracy of plus or minus 0.01 grams. During the tests each of the traps used were similarly weighed following each loading and each regeneration of the traps.
  • FIG. 20 is a cross section of a trap regeneration test rig 210. It consists of the same trap holding and sealing arrangement. Two inch pipes are used to provide air under the desired reverse pressure to the clean end of the trap from a 5.5 cubic foot surge tank ST which is supplied from a small air compressor through a pressure reducing control valve V. Flow leaves the dirty end of the trap and, initially, is prevented from leaving the rig by a snap open one inch diameter ball valve. Thus, air pressure is permitted to gradually build up to a desired reverse pressure (eg. 35 psig, 20psig, etc.).
  • a desired reverse pressure eg. 35 psig, 20psig, etc.
  • the snap- open ball valve is very quickly snapped open. This results in an almost instantaneously applied reverse pressure across the porous walls and a similarly quick dislodgement of the particulate cake and removal of the resulting particles.
  • FIG. 21 lists the results of the various dry weight changes of a Corning DuraTrapTM 200/12 trap module starting with a new clean dry trap when regenerated with 35 psi reverse pressure drop.
  • FIG. 22 is a graph of the data in FIG. 21 illustrating the dry trap weight gains following loading and the dry trap weight losses following regeneration. It can be seen that after the first two loadings and regenerations the weight gains during loading and weight loss following regeneration are equal. This shows the effectiveness of regeneration at 35 psi reverse pressure. This is a normal reverse pressure during exhaust braking obtained by closing a remote actuated relief valve (e.g. D-Celerator ® 76 diesel exhaust brake).
  • a remote actuated relief valve e.g. D-Celerator ® 76 diesel exhaust brake
  • FIG. 23 lists the results of the various dry trap weight changes of a Corning DuraTrapTM 100/17 trap module starting with a new clean dry trap when regenerated with 20 psi reverse pressure drop.
  • FIG. 24 is a graph of the data in FIG. 23 that illustrates the dry trap weight gains following loading and the dry trap weight losses following regeneration. It can be seen that after the first three loadings and regenerations the weight gains during loading and weight loss following regeneration are generally equal. This shows the effectiveness of the 22 psi reverse pressure obtained by closing the remote actuated relief valve (e.g. D-Celerator® 76 diesel exhaust brake) during engine low idle operation.
  • the remote actuated relief valve e.g. D-Celerator® 76 diesel exhaust brake
  • the very short regeneration time suggests that the safety timer, if used, would almost never be activated. It also suggests that it may be desirable to incorporate in on-road vehicles ( FIG. 14 ) a tachometer signal similar to used in FIG. 13 but which would open a relay in the remote actuated relief valve line thus returning the trap exit pressure to normal as the engine slows down to low idle speed. This would limit regeneration to braking during deceleration and return the system to normal filtration as the vehicle idles when slowed or stopped. This very minor change would eliminate any possible pressure related interference with other emission controls and substantially prevent any increase in vehicle fuel consumption related to the particulate trap system.
  • the method of regenerating a wall-flow particulate trap having a plurality of contiguous porous walls for filtering particulate from an exhaust system of an internal combustion engine includes the steps of: creating a backpressure in the entire exhaust system from a location downstream of the trap; creating a reverse pressure drop across only a portion of the porous walls to dislodge accumulated particulate therefrom; and causing a portion of filtered exhaust gas to flow back through said portion of the porous walls to carry the dislodged particulate out of the trap.
  • exhaust system in which the trap 20 is used can be the usual system of an entire engine; there can be more than one exhaust system for an engine.
  • an eight cylinder engine may have dual exhausts. In some very large engines there may be even more exhaust systems.
  • the above description discloses increasing the back pressure across the entire exhaust system, it should be understood that separate exhaust systems may or may not be simultaneously so increased.

Claims (14)

  1. Système de régénération d'un piège à particules (20) dans un système d'échappement d'un moteur à combustion interne et comportant un piège à particules à écoulement de paroi (20) ayant une pluralité de parois poreuses (20W) pour filtrer les gaz d'échappement du moteur et pour enlever des particules de ceux-ci pour former un gâteau de particules sur les parois poreuses,
    un mécanisme de vannes en aval dudit piège (20) pour créer périodiquement une augmentation de pression dans ledit système d'échappement, ledit mécanisme de vannes comportant une vanne de décharge (38, 76, 96) ayant une première position ouverte permettant l'écoulement de gaz d'échappement filtrés dans l'atmosphère et une deuxième position restreignant l'écoulement des gaz d'échappement filtrés jusqu'à ce que la pression dans le système d'échappement atteigne un niveau présélectionné ;
    un appareil d'inversion (32) ayant un conduit de purge (27, 70) en amont dudit piège (20) et une vanne de mode (34) associée au conduit de purge (27, 70) pour créer périodiquement une chute de pression inverse sensiblement instantanée à travers les parois poreuses dudit piège connecté fluidiquement au conduit de purge (27, 70) pour déloger le gâteau de particules accumulées et pour forcer les gaz d'échappement filtrés à refluer à travers les parois poreuses pour retirer les particules délogées dudit piège et pour qu'elles soient reçues dans le conduit de purge (27, 70) ; et
    des commandes pour actionner la vanne de décharge et l'appareil d'inversion et pour amorcer et arrêter un cycle de régénération,
    caractérisé en ce que les commandes sont configurées pour amorcer le cycle de régénération par
    l'actionnement de la vanne de décharge (38, 76, 96) vers la deuxième position jusqu'à ce que la pression dans le système d'échappement atteigne un niveau pré-selectionné compris entre 1,38 bar (20 psig) et environ 4,14 bar (60 psig) ; et
    après que le niveau de pression pré-selectionné compris entre 1,38 bar (20 psig) et environ 2,41 bars (35 psig) soit atteint, l'ouverture de la vanne de mode (34) pour faire ainsi chuter la pression du gâteau de particules à la pression ambiante, créant ainsi la chute de pression inverse sensiblement instantanée.
  2. Système de régénération d'un piège à particules (20) selon la revendication 1, dans lequel les parois poreuses (20W) définissent une pluralité de passages piège ; et
    dans lequel la vanne de mode (34) est configurée pour être dans une première position pendant une filtration normale pour admettre les gaz d'échappement non filtrés du moteur dans le conduit de purge (27, 70) et pour diriger les gaz d'échappement vers certains des passages piège pour la filtration ; et
    dans lequel ladite vanne de mode (34) est configurée pour être dans une deuxième position pendant la régénération de sorte que les gaz d'échappement filtrés refluent de certains des passages piège à travers le conduit de purge (27, 70) pour retirer les particules délogées dudit piège (20).
  3. Système de régénération d'un piège à particules (20) selon l'une quelconque des revendications précédentes, comportant en outre une unité de stockage de particules (44 ; 46 ; 48) connectée de manière opérationnelle à l'unité de stockage de particules (44 ; 46 ; 48) et à la vanne de conduit de piège (34), de sorte que, dans une première position de la vanne de conduit de piège (34), l'écoulement du conduit de purge (27, 70) vers l'unité de stockage de particules (44 ; 46 ; 48) soit bloqué et que, dans une deuxième position, elle ouvre le conduit de purge (27, 70) vers l'unité de stockage de particules (44 ; 46 ; 48).
  4. Système de régénération d'un piège à particules (20) selon la revendication 3, dans lequel l'unité de stockage de particules comporte un séparateur ou une chambre de stockage.
  5. Système de régénération d'un piège à particules (20) selon l'une quelconque des revendications précédentes, dans lequel ledit appareil d'inversion comporte un mécanisme d'indexation pour le conduit de purge (27, 70) pour modifier périodiquement la partie des parois poreuses recevant le reflux des gaz d'échappement filtrés de sorte que tout le piège soit systématiquement régénéré.
  6. Système de régénération d'un piège à particules (20) selon la revendication 5, dans lequel le mécanisme d'indexation comporte un rotor de conduit (24) connecté au conduit de purge (27, 70) et un actionneur à cliquet (42) agencé de façon opérationnelle pour engager ledit rotor de conduit (24) pour faire tourner périodiquement le rotor de conduit (24) vers une nouvelle position, et
    dans lequel, de préférence, les caractéristiques optionnelles suivantes sont prévues :
    le piège à particules (20) a une face d'admission ; et le rotor de conduit (24) a une première extrémité qui est plate et lisse ;
    le rotor de conduit (24) a un ressort pour presser légèrement la première extrémité contre la face d'admission du piège à particules (20).
  7. Système de régénération d'un piège à particules (20) selon les revendications 2 et 6, dans lequel, quand la vanne de mode (34) est dans sa première position, les pressions du rotor de conduit sont équilibrées et il n'y a pratiquement aucune force induite par la pression qui appuie le rotor de conduit (24) contre la face d'admission du piège à particules ; et
    quand la vanne de mode (34) est déplacée dans sa deuxième position, une pression différentielle est créée dans les parois du rotor de conduit (24) qui déloge et retire les particules collectées et la pression différentielle augmente la force pressant le rotor de conduit (24) contre l'extrémité amont du piège à particules (20).
  8. Système de régénération d'un piège à particules (20) selon la revendication 1, dans lequel les commandes comportent une minuterie auxiliaire pour actionner la vanne de mode (34) et la vanne de décharge (38, 76, 96).
  9. Système de régénération d'un piège à particules (20) selon la revendication 1, comportant en outre un séparateur opérationnel pour recevoir lesdites particules particulaires délogées du piège à particules (20).
  10. Système de régénération d'un piège à particules (20) selon la revendication 1, dans lequel les commandes sont en outre configurées pour être actionnées suite à l'obtention d'une chute de pression des gaz d'échappement du piège pré-sélectionnée pendant une opération de filtration normale du moteur.
  11. Système de régénération d'un piège à particules (20) selon la revendication 1, dans lequel les commandes pour amorcer et arrêter un cycle de régénération comportent une minuterie principale.
  12. Système de régénération d'un piège à particules (20) selon la revendication 1, dans lequel la vanne de décharge (76) fait partie d'un frein d'échappement.
  13. Procédé de régénération d'un piège à particules (20) dans un système d'échappement d'un moteur à combustion interne, le piège à particules étant un piège à particules à écoulement de paroi (20) ayant une pluralité de parois poreuses (20W) pour filtrer les gaz d'échappement du moteur et pour retirer les particules de ceux-ci pour former un gâteau de particules sur les parois poreuses, le procédé comprenant les étapes suivantes :
    la commande d'un mécanisme de vannes (38, 76, 96) selon la revendication 1, en aval dudit piège à particules (20) pour créer périodiquement une augmentation de pression dans ledit piège à particules (20),
    la commande d'un appareil d'inversion (32) selon la revendication 1, pour créer une chute de pression inverse sensiblement instantanée à travers les parois poreuses dudit piège à particules (20) après que l'augmentation de pression soit créée, pour déloger le gâteau de particules accumulées et pour forcer les gaz d'échappement filtrés à refluer à travers les parois poreuses pour retirer les particules délogées dudit piège à particules (20), dans lequel
    le mécanisme de vannes et l'appareil d'inversion sont commandés par un contrôleur configuré pour amorcer et arrêter le cycle de régénération, caractérisé en ce que :
    le mécanisme de vannes (38, 76, 96) en aval du piège (20) est commandé pour assurer une augmentation de la pression inverse jusqu'à une plage allant d'environ 1,38 bar (20 psig) à environ 2,41 bars (35 psig).
  14. Procédé selon la revendication 13, utilisant un système de régénération d'un piège à particules (20) selon l'une quelconque des revendications précédentes.
EP10005864.3A 2010-06-07 2010-06-07 Système et procédé pour piège à particules Active EP2392790B1 (fr)

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EP10005864.3A EP2392790B1 (fr) 2010-06-07 2010-06-07 Système et procédé pour piège à particules
PL10005864T PL2392790T3 (pl) 2010-06-07 2010-06-07 System i sposób wychwytywania cząstek stałych

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EP10005864.3A EP2392790B1 (fr) 2010-06-07 2010-06-07 Système et procédé pour piège à particules

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Publication number Priority date Publication date Assignee Title
JP2513518B2 (ja) * 1990-03-02 1996-07-03 日野自動車工業株式会社 ディ―ゼルエンジン用パティキュレ―トフィルタの再生方法
JP3257949B2 (ja) * 1996-05-24 2002-02-18 日野自動車株式会社 排気黒煙除去装置のフィルタ再生機構
FR2753393B1 (fr) * 1996-09-13 1998-10-30 Inst Francais Du Petrole Procede et dispositif de controle d'un filtre a particules
US7269942B2 (en) * 2003-05-15 2007-09-18 Illinois Valley Holding Company Wall flow particulate trap system

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PL2392790T3 (pl) 2020-07-27

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