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
• • 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
  • F01N3/025—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 fuel burner or by adding fuel to exhaust
  • F01N3/0253—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 fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
• • 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
  • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
  • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
  • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
  • F01N3/36—Arrangements for supply of additional fuel
• • 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
  • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
  • F01N2260/20—Exhaust treating devices having provisions not otherwise provided for for heat or sound protection, e.g. using a shield or specially shaped outer surface of exhaust device
• • 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
  • F01N2610/00—Adding substances to exhaust gases
  • F01N2610/03—Adding substances to exhaust gases the substance being hydrocarbons, e.g. engine fuel
• • 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
  • F01N2610/00—Adding substances to exhaust gases
  • F01N2610/11—Adding substances to exhaust gases the substance or part of the dosing system being cooled
• • 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
  • F01N2610/00—Adding substances to exhaust gases
  • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
  • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
• • 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
  • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
  • Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
  • Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters

Definitions

• the present invention relates generally to fluid cooled injectors and, more particularly, to such injectors including heat shields to facilitate heat transfer from, the injector tip.
• the inventors have discovered what they understand to be the mechanism behind the clogging problem and have devised a simple solution to address the problem.
• the inventors realized that, when diesel fuel is heated to around 180-230 °C, the fuel tends to become sticky and can adhere to surfaces. Further investigation revealed that the mixture of soot and fuel can bind strongly on a metal surface at this temperature range. Above the temperature range, the bonded mixture becomes loosed and will ordinarily easily come off the surface and, below the temperature range, the m ixture of soot and foci will not ordinarily adhere to the surface.
• temperatures around the seventh injector tip in vehicles can vary from about 100-280 °C depending upon engine application and running conditions. They believe that this explains why clogging tends to occur for some vehicles, but not for others, because the temperature at the seventh injector tip varies. For certain vehicles and conditions, the temperature around the seventh injector tip can be in the range of around 180-230 °C at which the fuel tends to become sticky and adheres to surfaces, thus tending to clog the seventh injectors in these vehicles.
• a fluid cooled injector comprises an injector body comprising an injector tip and a cooling channel, the injector tip comprising an injector orifice, and a heat conducting shield, the heat conducting shield comprising a heat conducting shield orifice arranged coaxiaily with the injector orifice, the heat conducting shield being in direct contact with at least one of the injector body and the injector tip to transfer heat from the injector tip to the cooled injector body.
• a heat conducting shield for a fluid cooled injector comprising an injector body comprising an injector tip and a cooling channel, the injector tip comprising an injector orifice.
• the heat conducting shield comprises a first portion having a heat conducting shield orifice adapted to be arranged coaxiaily with the injector orifice and a second portion, separate from the first portion, at least one of the fsrst portion and the second portion being adapted to be in direct contact with the injector body.
• a method of regenerating a diesei particulate filter (DPF) in an exhaust afterireatraent system includes injecting fuel into or upstream of the DPF through an injector orifice in an injector tip of an injector, cooling a main body of the injector from which the injector tip extends by circulating a coolant through channels in the injector, and transferring heat from the injector tip via a heat conducting shield in direct contact with at least one of the injector tip the main body around the injector tip, and comprising a heat conducting shield orifice arranged coaxially with the injector orifice.
• DPF diesei particulate filter
• the heat conducting shield may include a coating of a materia! to prevent fuel and exhaust matter from adhermg to the shield.
• a suitable material may be Teflon® or another non-stick coating.
• the coating material is applied to a surface of the heat conducting shield exposed to the exhaust gas flow,
• FIG. 1 A is a schematic, cross-sectional view of an injector according to an aspect of the present invention.
• FIG, I B is a schematic, cross-sectional view of a portion of an injector according to an aspect of the present invention.
• FIG. 2 is a cross-sectional view of a heat conducting shield according to an aspect of the present invention.
• FIG, 3 schematically shows an engine and a portion of an exhaust aftertreatraent: system according to an aspect of the present in vention.
• FIG. .1 A shows a fluid cooled injector 2.1 according to an aspect of the present invention.
• the injector 21 comprises an injector body 23 comprising an injector tip 25 and a cooling channel 27 through which a coolant (not shown) is circulated.
• the cooling channel 27 is ordinarily ring shaped and surroiinds a central passage 28 leading to an injector orifice 29 in the injector tip.
• the injector 21 further comprises a heat conducting shield 31 to facilitate heat transfer away from the injector tip 25 and, more particularly, the portion 33 of the injector tip
• the heat conducting shield comprises a heat conducting shield orifice 35 arranged coaxially with the injector orifice 29,
• the heat conducting shield 31 is in direct contact wi th at least one of the injector body 23 and the injector tip 25 (shown in contact with both in FIGS. 1 A and IB).
• the heat conducting shield 31 is shown in cross-section in FIGS. I B and 2.
• the heat conducting shield 31 is ordinarily made of a material that is at least as conductive as the material from which the injector tip 25 is made.
• a presently preferred material for the heat, conducting shieid 31 is copper, although other materials are also suitable.
• the injector 21 can be a se v en th injector of the type commonly used in diesel engine exhaust systems such as that, shown in FIG. 3.
• the exhaust system may be of the type used in a vehicle 100 as shown schematically in phantom.
• the injector 21 can be arranged downstream of a diesel engine 37 and in or upstream of an exhaust afterlreatment component such as a diesel particulate filter 39 (DPP).
• the injector 21 can be arranged to inject fuel into the exhaust gas stream in order to, e.g., raise the temperature in the DPF 37 to regenerate the DPF.
• the injector 2.1 may be used for purposes other than raising the temperature of a DPF during regeneration, however, that is a typical application of such an injector.
• the injector body 23 comprises a main body portion 41 and the injector tip 25 comprises a cylindrical portion 43 that extends from the main body portion.
• the cylindrical portion 43 can be generally circularly cylindrical or a series of stepped, circularly cylindrical portions as shown in FIGS. 1 A- I B, which shapes can facilitate manufacturing, or it can he other shapes.
• the heat conducting shield 3 i can be in direct contaci with at least part of the cylindrical portion 41 , ordinarily at least the portion 33 of the injector tip 25 surrounding the outlet of the injector orifice 29. which is typically the top surface of the cylindrical portion surrounding the injector orifice.
• the heat conducting shield 31 may be spaced, from at least part of the cylindrical portion 41 as seen in, e.g., FIG. 1 B so that the heat conducting shield may only contaci the cylindrical portion at the portion 33 surrounding the outlet of the injector orifice 29, however, the heat conducting shield may contact the entire exterior surface of the injector tip 25.
• the heat conducting shield 31 can also or alternatively be in direct heat conducting contact with the main body portion 41.
• a heat sink paste may be applied between the heat conducting shield and the body portion and. tip.
• an empty space 45 may be provided between exterior wall surfaces 47, 49, and 51 of the injector tip 25 and interior wall surfaces 53, 55, and 57 of the heat conducting shield 31.
• a surface of an outer side of the heat conducting shield 31 is intended to be exposed to exhaust gas and unburaed hydrocarbon ⁇ fuel).
• the exposed, outer s urface of the heat conducting shield may be coated with a non-stick coating, such as Teflon® or another suitable coating material,
• the heat conducting shield 31 may be secured to the injector 21 in any suitable fashion.
• FIG, I B sho ws the heat conducting shield 31 secured to the injector 21 by means of an interference fit between an inferior surface 59 of the heat conducting sh ield 31 and an exterior surface 61 of the injector tip 25.
• the injector tip 25 and the heat conducting shield 31 may have a threaded connection, or the heat conducting shield may be secured to the main body portion 41, such as by welding, brazing, by some suitable fasteners, or by an adhesive such as epoxy.
• the heat conducting shield 31 can be a variety of shapes, however, a presently preferred shape includes a first portion 63 having the heat conducting shield orifice 35, with the heat conducting shield orifice and the injector orifice being arranged coaxially.
• the first portion 63 can be adapted to contact the injector tip 25 by the portion 33 of the injector tip around the injector orifice 29.
• a second portion 65 of the heat conducting shield 3 ! is separate from the first portion 63 and can be adapted to be in direct contact: with the injector body 23 and the injector tip.
• the heat conducting shield 31 comprises a generally cylindrical wall 67 including interior surfaces S3, 55, 57, and 59 defining an opening for receiving the injector tip 25.
• the second portion 65 of the heat conducting shield 31 can comprise a flange 69 disposed annolarly around the first portion 63.
• a DPF 39 of an exhaust aJftertreatment system as shown in FIG, 3 is regenerated by injecting fuel into or upstream of the DPF through an injector orifice (29, FIGS. 1A-2) in an injector tip (25, FIGS. 1A-2) of an injector 21.
• a main body (4.1neig FIGS. .1 A- I B) of the injector 21. from which the injector tip extends is cooled by circulating a coolant through a channel (27, FIG. 1A) in the injector 21. Heat from the injector tip is transferred via the heat conducting shield (31, FIGS.
• the temperature of the portion 33 of the injector tip 25 around the injector orifice 29 is kept at a temperature below a critical temperature of about 180 °C above which diesel fuel tends to become sticky and adhere to the inj ector tip, thereby reducing the possibility of clogging.
• Coolant flow can be controlled to adjust the temperature of the portion 33 of the injector tip 23 in response to different conditions.
• aspects of the present invention offer a solution to the problem of seventh injector clogging by preventing temperatures at the seventh injector tip from being within the range of temperatures at which diesel fuel tends to become sticky and adhere to metal.
• the use of a simple heat conducting shield on conventional seventh injectors provides a solution, that involves little or no extra use of fuel to overcome clogging problems, that is inexpensive to implement, and that is adapted to be retrofit on existing vehicles.

Applications Claiming Priority (2)

Publications (2)

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ID=46969489

Family Applications (1)

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Citations (6)

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• 2011
  • 2011-09-16 BR BR112013025571A patent/BR112013025571A2/pt not_active IP Right Cessation
  • 2011-09-16 JP JP2014503644A patent/JP2014514493A/ja active Pending
  • 2011-09-16 EP EP11863108.4A patent/EP2694784A4/de not_active Withdrawn
  • 2011-09-16 WO PCT/US2011/051895 patent/WO2012138373A1/en active Application Filing
  • 2011-09-16 US US14/003,805 patent/US20140013728A1/en not_active Abandoned
  • 2011-09-16 RU RU2013148822/06A patent/RU2013148822A/ru not_active Application Discontinuation
  • 2011-09-16 CN CN201180069954.2A patent/CN103649479A/zh active Pending

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Non-Patent Citations (1)

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