EP2558692A1 - Exhaust throttle valve system and method for diesel particulate filter regeneration - Google Patents

Exhaust throttle valve system and method for diesel particulate filter regeneration

Info

Publication number
EP2558692A1
EP2558692A1 EP11769410A EP11769410A EP2558692A1 EP 2558692 A1 EP2558692 A1 EP 2558692A1 EP 11769410 A EP11769410 A EP 11769410A EP 11769410 A EP11769410 A EP 11769410A EP 2558692 A1 EP2558692 A1 EP 2558692A1
Authority
EP
European Patent Office
Prior art keywords
throttle valve
exhaust throttle
engine
aftertreatment system
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11769410A
Other languages
German (de)
French (fr)
Inventor
Andrei Makartchouk
Adam C. Lack
Andrey L. Buzinov
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
International Engine Intellectual Property Co LLC
Original Assignee
International Engine Intellectual Property Co LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by International Engine Intellectual Property Co LLC filed Critical International Engine Intellectual Property Co LLC
Publication of EP2558692A1 publication Critical patent/EP2558692A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • F01N3/0235—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 using exhaust gas throttling means
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
    • F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • 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
    • F01N2470/00—Structure or shape of gas passages, pipes or tubes
    • F01N2470/30—Tubes with restrictions, i.e. venturi or the like, e.g. for sucking air or measuring mass flow
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • Embodiments described herein relate to a system and method for heating exhaust gas. More specifically, embodiments described herein relate to a system and method for heating exhaust gas to create a regeneration event at a diesel particulate filter.
  • Exhaust gas aftertreatment systems in diesel vehicles are located downstream of the engine for treating exhaust gases emitted from the engine.
  • the aftertreatment systems typically include a diesel oxidation catalyst, a diesel particulate filter, among other components. Particulate matter from the exhaust gas accumulates on the diesel particulate filter, and if left unchecked, can create a back pressure in the aftertreatment system.
  • a regeneration event is the periodic oxidation of the collected particulate matter in the aftertreatment system during routine diesel engine operation.
  • the diesel particulate filter of the exhaust system experiences a build-up of particulate matter, the particulate matter is oxidized to "regenerate" the filter.
  • Regeneration is typically initiated by increasing engine load and activating a post- injection of diesel fuel into the exhaust stream. This post-injection provides sufficient heat to oxidize the trapped particulate matter within the diesel particulate filter.
  • An exhaust gas aftertreatment system for a vehicle having an engine includes a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas.
  • a diesel particulate filter is disposed on the fluid passageway downstream of the engine.
  • At least one exhaust throttle valve is located downstream of the engine on the fluid passageway. When the exhaust throttle valve is actuated, the valve obstructs the flow of exhaust gas and increases the temperature of the exhaust gas. The heated exhaust gas causes regeneration at the diesel particulate filter.
  • a method of regenerating an exhaust aftertreatment system of an engine having a diesel particulate filter includes providing a fluid passageway from the engine to an ambient. The method also includes the step of providing an exhaust throttle valve downstream of the engine on the fluid passageway, and actuating the exhaust throttle valve to at least partially obstruct the flow of exhaust gas through the fluid passageway. Further, the method includes compressing and heating the exhaust gas upstream of the exhaust throttle valve, and delivering the heated exhaust gas to the diesel particulate filter to initiate regeneration.
  • An exhaust gas aftertreatment system for a vehicle having an engine includes an engine control module associated with the engine, a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas, and a diesel particulate filter disposed on the fluid passageway downstream of the engine.
  • the system also includes at least one exhaust throttle valve located downstream of the diesel particulate filter on the fluid passageway, and an actuator for actuating the at least one exhaust throttle valve.
  • At least a temperature sensor for sensing the temperature at the aftertreatment system, or a back pressure sensor for sensing the pressure at the aftertreatment system communicate the temperature or the back pressure, or both, to an engine control module on the engine.
  • FIG. 1 is a schematic of an exhaust aftertreatment system having an exhaust throttle valve located upstream of the diesel particulate filter.
  • FIG. 2 is a schematic of the exhaust aftertreatment system having the exhaust throttle valve located downstream of the diesel particulate filter.
  • FIG. 3 is a schematic of the exhaust aftertreatment system having exhaust throttle valves located both upstream and downstream of the diesel particulate filter.
  • an exhaust gas aftertreatment system for a vehicle is indicated generally at 10, and has an exhaust pipe assembly 12 extending from an engine 14 to an outlet 16, such as the outlet to an ambient 18.
  • the exhaust pipe assembly 12 forms a fluid passageway 20 for the flow of exhaust gas F from the engine 14 to the ambient 18.
  • the downstream direction of exhaust gas flow F is from engine 14 to outlet 16.
  • a first portion 22 of the exhaust pipe assembly 12 extends from the engine 14 to a diesel particulate filter (DPF) 24.
  • the DPF 24 is a filter constructed from a very high temperature resistant material. The DPF 24 catches and holds particulate matter entrained within the exhaust gases discharged into the exhaust aftertreatment system 10.
  • the DPF 24 is periodically regenerated to limit increases in exhaust aftertreatment system 10 back pressure and to maintain engine 14 efficiency.
  • a second portion 26 of the exhaust pipe assembly 12 extends from the DPF 24 to the outlet 16.
  • An exhaust manifold 28 may be located upstream of the first portion 22 of the exhaust pipe assembly 12.
  • Other components may be disposed on the aftertreatment system 10, such as a diesel oxidation catalyst (not shown) which may be located upstream of the DPF 24.
  • At least one exhaust throttle valve 30A is disposed in fluid communication with and downstream from the engine 14 on the fluid passageway 20. When actuated, the exhaust throttle valve 30A obstructs the flow of exhaust gas F through the fluid passageway 20.
  • the exhaust throttle valve 30A may be a butterfly valve 32A, however other types of valves are possible.
  • the butterfly valve 32A regulates the flow F through the fluid passageway 20 with an actuator 34A, which rotates the butterfly valve 32A to be either parallel with the flow F, which is an open position, or perpendicular with the flow F, which is a closed position, or in any position therebetween.
  • the butterfly valve 32A obstructs the flow of exhaust gas F through the exhaust passageway 20.
  • the orifice at the butterfly valve 32A In the parallel-open position, the orifice at the butterfly valve 32A has a maximum orifice area with the least flow obstruction, and in the perpendicular-closed position, the orifice at the butterfly valve has a minimum orifice area with the most flow obstruction.
  • the exhaust throttle valve 30A may sealingly prevent the fluid communication through the second portion 26 of the exhaust pipe assembly 12.
  • the actuator 34A may be either hydraulically or electrically driven.
  • An engine control module (ECM) 36 controls the exhaust throttle valve 30A through the actuator 34A depending on pressure and temperature conditions in the aftertreatment system 10.
  • a pressure sensor communicates the pressure in the aftertreatment system 10, such as at the exhaust manifold 28 or the DPF 24, and communicates the back pressure to the ECM 36. It is possible that the back pressure can be a change in pressure between two locations on the aftertreatment system 10, such as upstream and downstream of the DPF 24.
  • a temperature sensor 38 senses the temperature at the DPF 24, the exhaust manifold 28, or anywhere between cylinders 44 and the outlet 16, and communicates the temperature to the ECM 36. It is possible that the temperature can be a change in temperature between two locations on the aftertreatment system 10, such as upstream and downstream of the DPF 24.
  • the ECM 36 also monitors fuel delivery and engine speed to maintain an optimized engine speed/loading and exhaust gas temperature.
  • the DPF may be clogged with particulate matter.
  • a predetermined amount of exhaust back pressure is sensed by an exhaust pressure sensor 40, or when a predetermined temperature is sensed at the DPF 24, at the exhaust manifold 28, or anywhere else on the aftertreatment system 10, it is communicated to the ECM 36, which actuates the exhaust throttle valve 30A.
  • the pressure and temperature values are communicated to the ECM 36, and the ECM commands the actuation of the exhaust throttle valve 3 OA to partially or completely close.
  • the butterfly valve 32A closes about 80 - 96% of the orifice in the fluid passageway 20.
  • the exhaust throttle valve 30A is open until it is actuated by the actuator
  • the exhaust throttle valve 30B is the same apparatus as described with respect to exhaust throttle valve 3 OA, operates in the same manner as exhaust throttle valve 3 OA, and is part of the same aftertreatment system 10 as the exhaust throttle valve 30A. The difference between the exhaust throttle valves 30A and 30B is the location on the aftertreatment system 10.
  • the exhaust aftertreatment system 10 can include two exhaust throttle valves 30C, 30D having two actuators 34C, 34D.
  • the exhaust throttle valves 30C, 30D are the same apparatuses as described with respect to exhaust throttle valves 30A and 30B, they operate in the same manner as exhaust throttle valves 30A and 30B, and they are part of the same aftertreatment system 10 as the exhaust throttle valves 3 OA and 30B.
  • the difference between the exhaust throttle valves 30A-30D are the locations on the aftertreatment system 10.
  • the first exhaust throttle valve 30C is disposed in upstream fluid communication from the DPF 24, and in downstream fluid communication from the engine 14 and exhaust manifold 28 on the fluid passageway 20.
  • the second exhaust throttle valve 30D is disposed in downstream fluid communication from the DPF 24 on the fluid passageway 20. Similar to exhaust throttle valves 30A and 30B, the exhaust throttle valves 30C and 30D may be butterfly valves 32C, 32D, however other types of valves are possible.
  • the exhaust throttle valves 30C, 30D can be actuated at the same time, or at different times, and with the same amount of passageway 20 obstruction, or with differing amounts of passageway obstruction.
  • the exhaust throttle valves 30C, 30D are actuated with actuators 34C, 34D to optimize the pressure and the temperature between the valves and at the DPF 24 to effect regeneration of the DPF 24.
  • the actuation of the exhaust throttle valve 30A-30D, resulting in the regulation of the amount of exhaust gas flow F through the exhaust throttle valve, can be optimized for desired temperatures, pressures and engine loading.
  • the ECM 36 can monitor fuel delivery to the cylinders 44 and the engine speed/loading so that the engine speed/loading and exhaust gas temperature can be optimized for desired temperatures at the DPF 24 or anywhere on the aftertreatment system 10.
  • the exhaust aftertreatment system 10 may include a variable geometry turbocharger (not shown) to restrict exhaust gas flow F.
  • the aftertreatment system 10 having exhaust throttle valves 30A-30D can be used on a vehicle having an exhaust brake (not shown) on the engine 14.
  • the aftertreatment system 10 having at least one exhaust throttle valve
  • the vehicle can run on a "stop and drive" basis, where the engine 14 can be run at a lower speed and lower loading, while at the same time, providing exhaust gas flow F with a sufficiently high temperature to initiate the regeneration at the DPF 24.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Abstract

An exhaust gas after treatment system (10) for a vehicle having an engine (14) includes a fluid passageway (20) extending from the engine to an ambient (18) for fluidly communicating exhaust gas (F). A diesel particulate filter (24) is disposed on the fluid passageway (20) downstream of the engine (14). At least one exhaust throttle valve (30A-30D) is located downstream of the engine (14) on the fluid passageway (20). When the exhaust throttle valve (30A-30D) is actuated, the valve obstructs the flow of exhaust gas (F) and increases the temperature of the exhaust gas. The heated exhaust gas (F) causes regeneration at the diesel particulate filter (24).

Description

EXHAUST THROTTLE VALVE SYSTEM AND METHOD FOR
DIESEL PARTICULATE FILTER REGENERATION
BACKGROUND
[0001] Embodiments described herein relate to a system and method for heating exhaust gas. More specifically, embodiments described herein relate to a system and method for heating exhaust gas to create a regeneration event at a diesel particulate filter.
[0002] Exhaust gas aftertreatment systems in diesel vehicles are located downstream of the engine for treating exhaust gases emitted from the engine. The aftertreatment systems typically include a diesel oxidation catalyst, a diesel particulate filter, among other components. Particulate matter from the exhaust gas accumulates on the diesel particulate filter, and if left unchecked, can create a back pressure in the aftertreatment system.
[0003] A regeneration event is the periodic oxidation of the collected particulate matter in the aftertreatment system during routine diesel engine operation. When the diesel particulate filter of the exhaust system experiences a build-up of particulate matter, the particulate matter is oxidized to "regenerate" the filter. Regeneration is typically initiated by increasing engine load and activating a post- injection of diesel fuel into the exhaust stream. This post-injection provides sufficient heat to oxidize the trapped particulate matter within the diesel particulate filter.
[0004] During idling or part load operating conditions, fuel injected into the combustion cycle is not enough to maintain exhaust gas temperature sufficient to start the DPF regeneration cycle. As such, the loading of the engine must be increased to provide a sufficiently heated exhaust gas to initiate the regeneration downstream at the diesel particulate filter. However many vehicles operate on a "stop and drive" or frequent idling basis, and the resulting exhaust gas may not have a sufficiently high temperature to initiate the regeneration.
SUMMARY
[0005] An exhaust gas aftertreatment system for a vehicle having an engine includes a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas. A diesel particulate filter is disposed on the fluid passageway downstream of the engine. At least one exhaust throttle valve is located downstream of the engine on the fluid passageway. When the exhaust throttle valve is actuated, the valve obstructs the flow of exhaust gas and increases the temperature of the exhaust gas. The heated exhaust gas causes regeneration at the diesel particulate filter.
[0006] A method of regenerating an exhaust aftertreatment system of an engine having a diesel particulate filter includes providing a fluid passageway from the engine to an ambient. The method also includes the step of providing an exhaust throttle valve downstream of the engine on the fluid passageway, and actuating the exhaust throttle valve to at least partially obstruct the flow of exhaust gas through the fluid passageway. Further, the method includes compressing and heating the exhaust gas upstream of the exhaust throttle valve, and delivering the heated exhaust gas to the diesel particulate filter to initiate regeneration.
[0007] An exhaust gas aftertreatment system for a vehicle having an engine includes an engine control module associated with the engine, a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas, and a diesel particulate filter disposed on the fluid passageway downstream of the engine. The system also includes at least one exhaust throttle valve located downstream of the diesel particulate filter on the fluid passageway, and an actuator for actuating the at least one exhaust throttle valve. At least a temperature sensor for sensing the temperature at the aftertreatment system, or a back pressure sensor for sensing the pressure at the aftertreatment system, communicate the temperature or the back pressure, or both, to an engine control module on the engine.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] FIG. 1 is a schematic of an exhaust aftertreatment system having an exhaust throttle valve located upstream of the diesel particulate filter.
[0009] FIG. 2 is a schematic of the exhaust aftertreatment system having the exhaust throttle valve located downstream of the diesel particulate filter.
[0010] FIG. 3 is a schematic of the exhaust aftertreatment system having exhaust throttle valves located both upstream and downstream of the diesel particulate filter.
DETAILED DESCRIPTION
[0011] Referring to FIGs. 1-3, an exhaust gas aftertreatment system for a vehicle is indicated generally at 10, and has an exhaust pipe assembly 12 extending from an engine 14 to an outlet 16, such as the outlet to an ambient 18. The exhaust pipe assembly 12 forms a fluid passageway 20 for the flow of exhaust gas F from the engine 14 to the ambient 18. The downstream direction of exhaust gas flow F is from engine 14 to outlet 16. [0012] A first portion 22 of the exhaust pipe assembly 12 extends from the engine 14 to a diesel particulate filter (DPF) 24. The DPF 24 is a filter constructed from a very high temperature resistant material. The DPF 24 catches and holds particulate matter entrained within the exhaust gases discharged into the exhaust aftertreatment system 10. The DPF 24 is periodically regenerated to limit increases in exhaust aftertreatment system 10 back pressure and to maintain engine 14 efficiency. A second portion 26 of the exhaust pipe assembly 12 extends from the DPF 24 to the outlet 16. An exhaust manifold 28 may be located upstream of the first portion 22 of the exhaust pipe assembly 12. Other components may be disposed on the aftertreatment system 10, such as a diesel oxidation catalyst (not shown) which may be located upstream of the DPF 24.
[0013] Referring now to FIG. 1 , at least one exhaust throttle valve 30A is disposed in fluid communication with and downstream from the engine 14 on the fluid passageway 20. When actuated, the exhaust throttle valve 30A obstructs the flow of exhaust gas F through the fluid passageway 20.
[0014] The exhaust throttle valve 30A may be a butterfly valve 32A, however other types of valves are possible. The butterfly valve 32A regulates the flow F through the fluid passageway 20 with an actuator 34A, which rotates the butterfly valve 32A to be either parallel with the flow F, which is an open position, or perpendicular with the flow F, which is a closed position, or in any position therebetween. The butterfly valve 32A obstructs the flow of exhaust gas F through the exhaust passageway 20. In the parallel-open position, the orifice at the butterfly valve 32A has a maximum orifice area with the least flow obstruction, and in the perpendicular-closed position, the orifice at the butterfly valve has a minimum orifice area with the most flow obstruction. In the perpendicular-closed position, the exhaust throttle valve 30A may sealingly prevent the fluid communication through the second portion 26 of the exhaust pipe assembly 12.
[0015] The actuator 34A may be either hydraulically or electrically driven.
An engine control module (ECM) 36 controls the exhaust throttle valve 30A through the actuator 34A depending on pressure and temperature conditions in the aftertreatment system 10. A pressure sensor communicates the pressure in the aftertreatment system 10, such as at the exhaust manifold 28 or the DPF 24, and communicates the back pressure to the ECM 36. It is possible that the back pressure can be a change in pressure between two locations on the aftertreatment system 10, such as upstream and downstream of the DPF 24.
[0016] A temperature sensor 38 senses the temperature at the DPF 24, the exhaust manifold 28, or anywhere between cylinders 44 and the outlet 16, and communicates the temperature to the ECM 36. It is possible that the temperature can be a change in temperature between two locations on the aftertreatment system 10, such as upstream and downstream of the DPF 24. The ECM 36 also monitors fuel delivery and engine speed to maintain an optimized engine speed/loading and exhaust gas temperature.
[0017] Below the predetermined temperature of exhaust manifold 28 or DPF
24, or above the predetermined amount of back pressure in the aftertreatment system 10, the DPF may be clogged with particulate matter. When a predetermined amount of exhaust back pressure is sensed by an exhaust pressure sensor 40, or when a predetermined temperature is sensed at the DPF 24, at the exhaust manifold 28, or anywhere else on the aftertreatment system 10, it is communicated to the ECM 36, which actuates the exhaust throttle valve 30A. The pressure and temperature values are communicated to the ECM 36, and the ECM commands the actuation of the exhaust throttle valve 3 OA to partially or completely close. In one embodiment, the butterfly valve 32A closes about 80 - 96% of the orifice in the fluid passageway 20.
[0018] The exhaust throttle valve 30A is open until it is actuated by the actuator
34A. When the exhaust throttle valve 30A closes, partially or completely, the exhaust gas F in the aftertreatment system 10 upstream of the exhaust throttle valve 30A is compressed, resulting in an increase in temperature of the exhaust gas F. Also, the resistance to pistons 42 requires a greater amount of fuel injection in the cylinders 44 to meet the engine 14 set point. The additional fuel injection creates additional heat energy in the exhaust gas F. The increased temperature of exhaust gas F upstream of the exhaust throttle valve 30A is transferred to the DPF 24 as the exhaust gas flows downstream to the DPF. The heated exhaust gas F provides sufficient heat to initiate regeneration (soot oxidation) at the DPF 24.
[0019] Referring now to FIG. 2, the exhaust throttle valve 30B and actuator
34B are located at an alternate location downstream of the DPF 24 on the second portion 26 of the exhaust pipe assembly. The exhaust throttle valve 30B is the same apparatus as described with respect to exhaust throttle valve 3 OA, operates in the same manner as exhaust throttle valve 3 OA, and is part of the same aftertreatment system 10 as the exhaust throttle valve 30A. The difference between the exhaust throttle valves 30A and 30B is the location on the aftertreatment system 10.
[0020] When the exhaust throttle valve 30B is actuated, the temperature of the exhaust gas F is higher on the upstream side of the butterfly valve 32B than on the downstream side. In the aftertreatment system of FIG. 2, the DPF 24 is subjected to the higher temperature exhaust gas F since the DPF is also located upstream of the exhaust throttle valve 30B. However, the DPF 24 is also subjected to higher pressure upstream of the exhaust throttle valve 30B. [0021] Referring now to FIG. 3, it is also possible that the exhaust aftertreatment system 10 can include two exhaust throttle valves 30C, 30D having two actuators 34C, 34D. The exhaust throttle valves 30C, 30D are the same apparatuses as described with respect to exhaust throttle valves 30A and 30B, they operate in the same manner as exhaust throttle valves 30A and 30B, and they are part of the same aftertreatment system 10 as the exhaust throttle valves 3 OA and 30B. The difference between the exhaust throttle valves 30A-30D are the locations on the aftertreatment system 10.
[0022] The first exhaust throttle valve 30C is disposed in upstream fluid communication from the DPF 24, and in downstream fluid communication from the engine 14 and exhaust manifold 28 on the fluid passageway 20. The second exhaust throttle valve 30D is disposed in downstream fluid communication from the DPF 24 on the fluid passageway 20. Similar to exhaust throttle valves 30A and 30B, the exhaust throttle valves 30C and 30D may be butterfly valves 32C, 32D, however other types of valves are possible.
[0023] It is possible that the exhaust throttle valves 30C, 30D can be actuated at the same time, or at different times, and with the same amount of passageway 20 obstruction, or with differing amounts of passageway obstruction. The exhaust throttle valves 30C, 30D are actuated with actuators 34C, 34D to optimize the pressure and the temperature between the valves and at the DPF 24 to effect regeneration of the DPF 24.
[0024] The actuation of the exhaust throttle valve 30A-30D, resulting in the regulation of the amount of exhaust gas flow F through the exhaust throttle valve, can be optimized for desired temperatures, pressures and engine loading. Additionally, the ECM 36 can monitor fuel delivery to the cylinders 44 and the engine speed/loading so that the engine speed/loading and exhaust gas temperature can be optimized for desired temperatures at the DPF 24 or anywhere on the aftertreatment system 10. It is possible that the exhaust aftertreatment system 10 may include a variable geometry turbocharger (not shown) to restrict exhaust gas flow F. It is also possible that the aftertreatment system 10 having exhaust throttle valves 30A-30D can be used on a vehicle having an exhaust brake (not shown) on the engine 14.
[0025] The aftertreatment system 10 having at least one exhaust throttle valve
30A-30D downstream of the exhaust manifold 28 allows the regeneration of the DPF 24 without significantly increasing the engine speed or loading. With the aftertreatment system 10 having the exhaust throttle valve 30A-30D downstream of the exhaust manifold 28, the vehicle can run on a "stop and drive" basis, where the engine 14 can be run at a lower speed and lower loading, while at the same time, providing exhaust gas flow F with a sufficiently high temperature to initiate the regeneration at the DPF 24.

Claims

What is claimed is:
1) An exhaust gas aftertreatment system for a vehicle having an engine, the aftertreatment system comprising:
a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas;
a diesel particulate filter disposed on the fluid passageway downstream of the engine; and
at least one exhaust throttle valve located downstream of the engine on the fluid passageway, wherein actuation of the valve obstructs the flow of exhaust gas through the exhaust throttle valve and increases the temperature of the exhaust gas, wherein the heated exhaust gas effects regeneration at the diesel particulate filter.
2) The aftertreatment system of claim 1 further comprising an actuator for actuating the at least one exhaust throttle valve to at least partially obstruct the fluid passageway.
3) The aftertreatment system of claim 1 wherein the at least one exhaust throttle valve is a butterfly valve.
4) The aftertreatment system of claim 1 wherein the at least one exhaust throttle valve is disposed upstream of the diesel particulate filter on the fluid passageway. 5) The aftertreatment system of claim 1 wherein the at least one exhaust throttle valve is disposed downstream of the diesel particulate filter on the fluid passageway.
6) The aftertreatment system of claim 1 wherein the at least one exhaust throttle valve comprises two exhaust throttle valves, wherein a first exhaust throttle valve is disposed downstream of the diesel particulate filter on the fluid passageway, and a second exhaust throttle valve is disposed upstream of the diesel particulate filter on the fluid passageway.
7) The aftertreatment system of claim 1 further comprising at least one of a temperature sensor for sensing the temperature at the aftertreatment system and a back pressure sensor for sensing the pressure at the aftertreatment system, wherein at least one of the temperature sensor and the back pressure sensor communicate at least one of the temperature and the back pressure to an engine control module on the engine.
8) The aftertreatment system of claim 7 wherein when at least one of a predetermined amount of back pressure and a predetermined temperature is communicated to the engine control module, the engine control module actuates the at least one exhaust throttle valve.
9) The aftertreatment system of claim 1 wherein when the actuator is actuated, the engine injects additional fuel into a cylinder of the engine. 10) A method of regenerating an exhaust aftertreatment system of an engine having a diesel particulate filter, the method comprising: providing a fluid passageway from the engine to an ambient; providing an exhaust throttle valve downstream of the engine on the fluid passageway; actuating the exhaust throttle valve to at least partially obstruct the flow of exhaust gas through the fluid passageway; compressing and heating the exhaust gas upstream of the exhaust throttle valve on the fluid passageway; and delivering the heated exhaust gas to the diesel particulate filter to initiate regeneration.
11) The method of claim 11 further comprising the step of locating the exhaust throttle valve one of upstream of the diesel particulate filter and downstream of the diesel particulate filter.
12) The method of claim 11 wherein the exhaust throttle valve comprises two exhaust throttle valves, the method further comprising the step of locating a first exhaust throttle valve upstream of the diesel particulate filter and locating a second exhaust throttle valve downstream of the diesel particulate filter.
13) The method of claim 11 further comprising the step of sensing and communicating at least one of a back pressure of the aftertreatment system and a temperature of the aftertreatment system to an engine control module, and comparing at least one of the back pressure and the temperature to a predetermined back pressure and a predetermined temperature, wherein on the basis of the comparison, the engine control module actuates the exhaust throttle valve.
14) The method of claim 11 further comprising the step of actuating the exhaust throttle valve with an actuator.
15) The method of claim 11 further comprising the step of injecting an increased amount of fuel into the cylinders when the exhaust throttle valve is actuated.
16) An exhaust gas aftertreatment system for a vehicle having an engine, the aftertreatment system comprising:
an engine control module associated with the engine;
a fluid passageway extending from the engine to an ambient for fluidly communicating exhaust gas;
a diesel particulate filter disposed on the fluid passageway downstream of the engine;
at least one exhaust throttle valve located downstream of the diesel particulate filter on the fluid passageway;
an actuator for actuating the at least one exhaust throttle valve; and at least one of a temperature sensor for sensing the temperature at the aftertreatment system and a back pressure sensor for sensing the pressure at the aftertreatment system, wherein at least one of the temperature sensor and the back pressure sensor communicate at least one of the temperature and the back pressure to an engine control module on the engine. 17) The exhaust gas aftertreatment system of claim 16 wherein when at least one of a predetermined amount of back pressure and a predetermined temperature is communicated to the engine control module, the engine control module actuates the at least one exhaust throttle valve with the actuator.
18) The exhaust gas aftertreatment system of claim 16 further comprising at least one second exhaust throttle valve located on the fluid passageway between the engine and the diesel particulate filter.
19) The exhaust gas aftertreatment system of claim 16 wherein the exhaust throttle valve is a butterfly valve.
20) The exhaust gas aftertreatment system of claim 16 wherein the exhaust throttle valve closes about 80 to 96% of the fluid passageway to obstruct the flow of exhaust gas through the exhaust throttle valve.
EP11769410A 2010-04-14 2011-04-12 Exhaust throttle valve system and method for diesel particulate filter regeneration Withdrawn EP2558692A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US12/759,733 US20110252765A1 (en) 2010-04-14 2010-04-14 Exhaust throttle valve system and method for diesel particulate filter regeneration
PCT/US2011/032047 WO2011130220A1 (en) 2010-04-14 2011-04-12 Exhaust throttle valve system and method for diesel particulate filter regeneration

Publications (1)

Publication Number Publication Date
EP2558692A1 true EP2558692A1 (en) 2013-02-20

Family

ID=44787068

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11769410A Withdrawn EP2558692A1 (en) 2010-04-14 2011-04-12 Exhaust throttle valve system and method for diesel particulate filter regeneration

Country Status (4)

Country Link
US (1) US20110252765A1 (en)
EP (1) EP2558692A1 (en)
CN (1) CN102939443A (en)
WO (1) WO2011130220A1 (en)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110289902A1 (en) * 2010-05-27 2011-12-01 International Engine Intellectual Property Company , Llc Method for operating an exhaust valve for diesel particulate filter regeneration
WO2013063137A1 (en) 2011-10-26 2013-05-02 Boshart Automotive Testing Service, Inc. Over temperature / pressure safety device for diesel particulate filters
JP2013108444A (en) 2011-11-22 2013-06-06 Ud Trucks Corp Control system for dpf regeneration by exhaust pipe injection, and regeneration method
DE102012204756A1 (en) * 2012-03-26 2013-09-26 Robert Bosch Gmbh Method and device for fault monitoring in an exhaust gas recirculation
US20150108384A1 (en) * 2012-04-26 2015-04-23 International Engine Intellectual Property Company, Llc Variable exhaust mixing device
US9212587B2 (en) 2014-02-25 2015-12-15 Cummins Inc. Exhaust throttle control for aftertreatment system thermal management
US9074549B1 (en) * 2014-03-24 2015-07-07 Cummins Inc. Aftertreatment thermal management strategies for internal combustion engines having multiple cylinder banks
DE102018106588A1 (en) * 2018-03-21 2019-09-26 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Exhaust system and method for operating an exhaust system
US11492940B2 (en) 2018-04-27 2022-11-08 Carrier Corporation Exhaust back pressure and temperature monitoring transport refrigiration unit
US11994056B1 (en) 2023-03-07 2024-05-28 International Engine Intellectual Property Company, Llc Logic for improved delta pressure based soot estimation on low restriction particulate filters
US11867112B1 (en) 2023-03-07 2024-01-09 International Engine Intellectual Property Company, Llc Logic for improved delta pressure based soot estimation on low restriction particulate filters

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4835963A (en) * 1986-08-28 1989-06-06 Allied-Signal Inc. Diesel engine particulate trap regeneration system
US4875336A (en) * 1988-01-12 1989-10-24 Toyota Jidosha Kabushiki Kaisha Exhaust gas emission control device for diesel engine
US5050376A (en) * 1990-02-08 1991-09-24 Allied-Signal Inc. Control system for diesel particulate trap regeneration system
JP2005282533A (en) * 2004-03-30 2005-10-13 Isuzu Motors Ltd Exhaust gas aftertreatment device for diesel engine
US7021047B2 (en) * 2004-07-23 2006-04-04 General Motors Corporation Diesel exhaust aftertreatment device regeneration system
JP4453602B2 (en) * 2005-05-18 2010-04-21 トヨタ自動車株式会社 Exhaust gas purification system for internal combustion engine
US7877985B2 (en) * 2005-05-18 2011-02-01 Toyota Jidosha Kabushiki Kaisha Exhaust gas purification system for internal combustion engine
US20100132339A1 (en) * 2006-09-19 2010-06-03 Ralf Barkhage Exhaust gas system
AT506338A1 (en) * 2008-02-04 2009-08-15 Man Nutzfahrzeuge Oesterreich METHOD FOR REGENERATING A PARTICULATE FILTER ARRANGED IN THE EXHAUST GAS TRAY OF A VEHICLE DIESEL ENGINE

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011130220A1 *

Also Published As

Publication number Publication date
WO2011130220A1 (en) 2011-10-20
US20110252765A1 (en) 2011-10-20
CN102939443A (en) 2013-02-20

Similar Documents

Publication Publication Date Title
US20110252765A1 (en) Exhaust throttle valve system and method for diesel particulate filter regeneration
US8353153B2 (en) Snapper valve for hot end systems with burners
US8307629B2 (en) Control method of exhaust emission purification system and exhaust emission purification system
JP4273911B2 (en) Vehicle exhaust purification system
EP2362085A2 (en) Exhaust valve actuation system for diesel particulate filter regeneration
CN101484684B (en) Exhaust gas recirculation device of internal combustion engine, and control method thereof
US8943803B2 (en) Power system with cylinder-disabling strategy
EP1584805B1 (en) Engine exhaust gas purification device
US6978604B2 (en) Soot burn-off control strategy for a catalyzed diesel particulate filter
US20180010515A1 (en) Dual fuel architecture and method for cylinder bank cutout and increased gas substitution during light load conditions
WO2008127755A2 (en) Secondary air system for a combustion engine breathing system
WO2003095808A1 (en) Method for the regeneration of a particle filter, and a vehicle in which such a method is utilized
WO2012157265A1 (en) Method for manually renewing particulate filter
EP2933452B1 (en) Aftertreatment thermal management strategies for internal combustion engines having multiple cylinder banks
US8596043B2 (en) Diesel dosing system relief of trapped volume fluid pressure at shutdown
CN101484667A (en) System to control exhaust gas temperature
US20130232952A1 (en) Systems and methods using internal egr for aftertreatment system control
EP1867846B1 (en) DPF regeneration system of internal combustion engine
JP4375086B2 (en) Engine exhaust throttle valve operating device
EP1999348B1 (en) Diesel exhaust dosing structure
CN111287872B (en) Intake manifold and engine system
JP2020008018A (en) Engine working machine
EP4229282B1 (en) Method and system for managing an active scr device of an aftertreatment system ats
JP2017129019A (en) Manual regeneration method of particulate filter
US20110289902A1 (en) Method for operating an exhaust valve for diesel particulate filter regeneration

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20121114

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

DAX Request for extension of the european patent (deleted)
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20151103