US20150226099A1 - Active Control System for Diesel Particulate Filter - Google Patents
Active Control System for Diesel Particulate Filter Download PDFInfo
- Publication number
- US20150226099A1 US20150226099A1 US14/616,202 US201514616202A US2015226099A1 US 20150226099 A1 US20150226099 A1 US 20150226099A1 US 201514616202 A US201514616202 A US 201514616202A US 2015226099 A1 US2015226099 A1 US 2015226099A1
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- United States
- Prior art keywords
- pressure sensor
- fluid communication
- particulate filter
- inlet
- 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.)
- Abandoned
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- 239000012530 fluid Substances 0.000 claims abstract description 52
- 239000013618 particulate matter Substances 0.000 abstract description 12
- 230000007423 decrease Effects 0.000 abstract description 2
- 230000004913 activation Effects 0.000 description 8
- 238000011144 upstream manufacturing Methods 0.000 description 7
- 239000002245 particle Substances 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000000746 purification Methods 0.000 description 1
Images
Classifications
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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
- F01N3/031—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 having means for by-passing filters, e.g. when clogged or during cold engine start
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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
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
-
- 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
- F01N3/0211—Arrangements for mounting filtering elements in housing, e.g. with means for compensating thermal expansion or vibration
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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
- F01N9/00—Electrical control of exhaust gas treating apparatus
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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
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
- F01N2410/03—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device in case of low temperature
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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
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
- F01N2410/10—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device for reducing flow resistance, e.g. to obtain more engine power
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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
- F01N2550/00—Monitoring or diagnosing the deterioration of exhaust systems
- F01N2550/04—Filtering activity of particulate filters
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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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
-
- 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
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/08—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a pressure sensor
-
- 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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1602—Temperature of exhaust gas apparatus
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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
- F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
- F01N2900/06—Parameters used for exhaust control or diagnosing
- F01N2900/16—Parameters used for exhaust control or diagnosing said parameters being related to the exhaust apparatus, e.g. particulate filter or catalyst
- F01N2900/1606—Particle filter loading or soot amount
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- 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
- Y02T10/12—Improving ICE efficiencies
-
- 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
- the present invention relates generally to exhaust emission reduction systems for diesel engine exhaust streams that have diesel particulate filters. More specifically, the present invention is an active control system that reduces particulate matter buildup in the diesel particulate filters while eliminating high engine exhaust back pressure.
- Diesel Particulate Filters used in the exhaust stream of a diesel engine are susceptible to plugging as a result of particulate matter coming from the engine exhaust under certain engine operating conditions.
- One, but not the only, example of such an operating condition is during the engine start up when the DPF has not reached a minimum operating temperature, known as the activation temperature, necessary for it to burn off a portion of the accumulated particulate matter.
- the activation temperature a minimum operating temperature
- the channels in the DPF can become plugged decreasing the efficiency of the DPF.
- a plugged DPF may create engine exhaust back pressure, which exceeds the allowable specifications for the diesel engine, resulting engine stalling or possible damage to the engine.
- This disclosure provides a system to ensure that the DPF is less likely to become plugged from an exhaust gas flow. Additionally, the present invention also ensures that the engine exhaust back pressure does not exceed beyond the allowable specification of the diesel engine.
- the present invention provides an active control system so that the exhaust gas flow for the diesel engine can be diverted into the present invention until the DPF reaches the activation temperature.
- the diverting process for the exhaust gas flow is carried out through a control unit as the pressure or temperature across the DPF is determined through a sensor and compared with a preset value of the control unit.
- FIG. 1 is a perspective view of the present invention, showing the first configuration of the at least one pressure sensor.
- FIG. 2 is a side view of the present invention, showing the first configuration of the at least one pressure sensor.
- FIG. 3 is a side view of the present invention, showing the first configuration of the at least one pressure sensor and the off-position of the control valve.
- FIG. 4 is a side view of the present invention, showing the first configuration of the at least one pressure sensor and the on-position of the control valve.
- FIG. 5 is a side view of the present invention, showing the second configuration of the at least one pressure sensor and the off-position of the control valve.
- FIG. 6 is a side view of the present invention, showing the second configuration of the at least one pressure sensor and the on-position of the control valve.
- the present invention is an active control system for a diesel exhaust system so that the particulate filter of the diesel exhaust system is able to efficiently function with a minimum amount of particulate matter buildup. As a result of minimum particulate matter buildup, the present invention also eliminates unnecessary back pressure of the exhaust system that can damage the engine.
- the present invention comprises a particulate filter unit 1 , at least one pressure sensor 6 , a control unit 9 , and a bypass unit 10 .
- the general configuration of the present invention is shown In FIG. 1 and FIG. 2 , where the at least one pressure sensor 6 is in fluid communication with the particulate filter unit 1 while the at least one pressure sensor 6 electrically connects with the control unit 9 .
- the bypass unit 10 is also in fluid communication with the particulate filter unit 1 through a diverter duct 15 and a return duct 16 of the bypass unit 10 . Additionally, the bypass unit 10 is electrically connected with the control unit 9 so that the control unit 9 is able to control the generated exhaust gas with respect to the particulate filter unit 1 and the bypass unit 10 .
- the particulate filter unit 1 generally reduces particle emissions in the generated exhaust gas.
- the details of how the particulate filter unit 1 reduces amount of particle emissions are known to those with ordinary skill in the art and are not discussed further herein.
- the particulate filter unit 1 comprises a housing 2 , an exhaust inlet 3 , an exhaust outlet 4 , and a diesel particulate filter (DPF) 5 .
- the exhaust inlet 3 and the exhaust outlet 4 are in fluid communication with the housing 2 as the exhaust inlet 3 and the exhaust outlet 4 are oppositely positioned of each other across the housing 2 .
- the exhaust inlet 3 generally allows the generated exhaust gas to flow into the housing 2 while the exhaust outlet 4 discharges the purified exhaust gas from the housing 2 .
- the purification of the generated exhaust gas is completed through the DPF 5 , where the DPF 5 can be a single filter or a plurality of filters. More specifically, the DPF 5 is internally connected to the housing 2 in such a way that the DPF 5 is positioned in between the exhaust inlet 3 and the exhaust outlet 4 . As a result, the generated exhaust gas that enters into the housing 2 is purified through the DPF 5 and then discharged through the exhaust outlet 4 as purified exhaust gas when the DPF 5 is at the activation temperature.
- the bypass unit 10 which decreases the high back pressure from the exhaust system, comprises at least one at least one control valve 11 in addition to the diverter duct 15 and the return duct 16 .
- bypass unit 10 is in fluid communication with the particulate filter unit 1 so that the present invention is able to divert the generated exhaust gas away from the DPF 5 in the event that the DPF 5 is below the activation temperature. More specifically, the diverter duct 15 is in fluid communication with the exhaust inlet 3 so that the generated exhaust air can be diverted into the bypass unit 10 .
- the at least one control valve 11 is in fluid communication with the diverter duct 15 opposite of the exhaust inlet 3 as the flow of the generated exhaust gas is controlled through the at least one control valve 11 . More specifically, the at least one control valve 11 is in fluid communication with the diverter duct 15 through an input channel 12 of the at least one control valve 11 .
- the return duct 16 is in fluid communication with the at least one control valve 11 opposite of the diverter duct 15 . More specifically, the at least one control valve 11 is in fluid communication with the return duct 16 through an output channel 14 of the at least one control valve 11 . In order to complete the bypass unit 10 , the return duct 16 is in fluid communication with the exhaust outlet 4 opposite of the at least one control valve 11 .
- at least one control valve 11 further comprises an actuator 13 , where the actuator 13 is operatively coupled to the at least one control valve 11 . The actuator 13 allows the at least one control valve 11 to operate in between an off-position and an on-position as the actuator 13 is electrically connected to the control unit 9 .
- the bypass unit 10 can comprise multiple control valves 11 as each of the control valves 11 is control by the respective actuator 13 .
- the input channel 12 and the output channel 14 of each of the control valves 11 are able to jointly connect with the diverter duct 15 and the return duct 16 respectively so that the control valves 11 are able to meet the increase amount of generated exhaust gas within the present invention.
- the at least one pressure sensor 6 of the present invention can comprise different configurations as a sample reading measured from the at least one pressure sensor 6 is either an upstream pressure value or an upstream pressure value and a downstream pressure value.
- a preset value that is entered by the user of the control unit 9 is required for the functionality of the bypass unit 10 and is determined based on the allowable exhaust gas back pressure listed in the engine manufacturer's specifications.
- a first configuration of the at least one pressure sensor 6 the at least one pressure sensor 6 utilizes the inlet pressure sensor 7 and the outlet pressure sensor 8 to measure the sample readings.
- the inlet pressure sensor 7 is in fluid communication with the exhaust inlet 3 and positioned adjacent to the housing 2 so that the inlet pressure sensor 7 is able to measure the generated exhaust gas pressure before the generated exhaust gas is entered into the DPF 5 .
- the outlet pressure sensor 8 is in fluid communication with the exhaust outlet 4 and positioned adjacent to the housing 2 , where the outlet pressure sensor 8 is able to measure the generated exhaust gas pressure after the generated exhaust gas is existed from the DPF 5 .
- the inlet pressure sensor 7 and the outlet pressure sensor 8 are electrically connected to the control unit 9 so that the inlet pressure sensor 7 and the outlet pressure sensor 8 are able to send out the generated exhaust gas pressure before the DPF 5 and after the DPF 5 as the sample readings to the control unit 9 respectively. More specifically, the inlet pressure sensor 7 provides the upstream pressure value while the outlet pressure sensor 8 provides the downstream pressure value to the control unit 9 . Then the control unit 9 calculates a sample value from the upstream pressure value and the downstream pressure value to determine the pressure-gradient value across the DPF 5 . The pressure-gradient value is then compared with the preset value so that the control unit 9 is able to determine that the bypass unit 10 needs to be activated or not.
- the at least one control valve 11 is switched into the on-position from the off-position through the actuator 13 .
- a portion of the generated exhaust gas flows through the diverter duct 15 and into the input channel 12 while the other portion of the generated exhaust gas flows into the exhaust inlet 3 .
- the generated exhaust gas within the at least one control valve 11 is then able to flow into the return duct 16 through the output channel 14 .
- the return duct 16 discharges the generated exhaust gas of the bypass unit 10 into the exhaust outlet 4 .
- the at least one control valve 11 is switched into the off-position from the on-position through the actuator 13 and the control unit 9 .
- the at least one pressure sensor 6 utilizes only the inlet pressure sensor 7 to measure the sample readings.
- the inlet pressure sensor 7 is in fluid communication with the exhaust inlet 3 and positioned adjacent to the housing 2 so that the inlet pressure sensor 7 is able to measure the generated exhaust gas pressure before the generated exhaust gas is entered into the DPF 5 .
- the inlet pressure sensor 7 is electrically connected to the control unit 9 so that the inlet pressure sensor 7 is able to send out the generated exhaust gas pressure as the sample reading to the control unit 9 . More specifically, the inlet pressure sensor 7 provides the upstream pressure value to the control unit 9 .
- control unit 9 calculates the sample value from the upstream pressure value to determine the inlet pressure value of the DPF 5 .
- the preset value entered by the user of the control unit 9 that is required for the functionality of the bypass unit 10 is determined based on the allowable exhaust gas back pressure listed in the engine manufacturer's specifications.
- the preset value is then compared with the sample value so that the control unit 9 is able to determine that the bypass unit 10 needs to be activated or not. If the sample value exceeds the preset value of the control unit 9 , the at least one control valve 11 is switched into the on-position from the off-position through the actuator 13 .
- the at least one control valve 11 is at the on-position, a portion of the generated exhaust gas flows through the diverter duct 15 and into the input channel 12 while the other portion of the generated exhaust gas flows into the exhaust inlet 3 .
- the generated exhaust gas within the at least one control valve 11 is then able to flow into the return duct 16 through the output channel 14 .
- the return duct 16 discharges the generated exhaust gas of the bypass unit 10 into the exhaust outlet 4 .
- the at least one control valve 11 is switched into the off-position from the on-position through the actuator 13 and the control unit 9 .
- the present invention may comprise an inlet temperature sensor and an outlet temperature sensor, where the inlet temperature sensor and the outlet temperature sensor can be jointly or individually utilized in conjunction with the at least one pressure sensor 6 .
- the present invention utilizes the inlet temperature sensor, where the inlet temperature sensor is in fluid communication with the exhaust inlet 3 . Then the control unit 9 is able to measure the temperature of the generated exhaust gas through the inlet temperature sensor as the inlet temperature sensor is electrically connected with the control unit 9 .
- the present invention utilizes the outlet temperature sensor, where the outlet temperature sensor is in fluid communication with the exhaust outlet 4 .
- control unit 9 is able to measure the temperature of the purified exhaust gas or the generated exhaust gas that exists from the DPF 5 before the activation temperature through the outlet temperature sensor as the outlet temperature sensor is electrically connected with the control unit 9 .
- the present invention utilizes the inlet temperature sensor and the outlet temperature sensor, where the inlet temperature sensor and the outlet temperature sensor are in fluid communication with the exhaust inlet 3 and the exhaust outlet 4 respectively. Then the control unit 9 is able to measure the temperature of the generated exhaust gas and the purified exhaust gas or the generated exhaust gas that exits from the DPF 5 through the inlet temperature sensor and the outlet temperature sensor as the inlet temperature sensor and the outlet temperature sensor are electrically connected with the control unit 9 .
- the control unit 9 can then use an algorithm that takes into account exhaust temperature and pressure to control the operation of the bypass unit 10 .
- the algorithm calculates the loading of particulate matter in the DPF 5 based on the long term temperature and pressure from the sensors. When the algorithm determines that the loading of particulate matter in the DPF 5 is too high the bypass unit 10 opens.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Processes For Solid Components From Exhaust (AREA)
Abstract
An active control system for diesel particulate filter includes a particulate filter unit, at least one sensor, a control unit, and a bypass unit. The sensor is in fluid communication with the particulate filter unit and electrically connected with the control unit so that the sensor is able to communicate with the control unit regarding the pressure and temperature readings of the exhaust gas flow. The bypass unit is in fluid communication with the particulate filter unit while a control valve of the bypass unit is electrically connected with the control unit. The control unit is able to operate the control valve depending upon the pressure and temperature readings of the sensor so that the bypass unit can be activated for the exhaust gas flow, where the bypass unit decreases the particulate matter buildup within the particulate filter unit and eliminates high engine exhaust back pressure.
Description
- The current application claims a priority to the U.S. Provisional Patent application Ser. No. 61/937,022 filed on Feb. 7, 2014.
- The present invention relates generally to exhaust emission reduction systems for diesel engine exhaust streams that have diesel particulate filters. More specifically, the present invention is an active control system that reduces particulate matter buildup in the diesel particulate filters while eliminating high engine exhaust back pressure.
- Diesel Particulate Filters (DPF's) used in the exhaust stream of a diesel engine are susceptible to plugging as a result of particulate matter coming from the engine exhaust under certain engine operating conditions. One, but not the only, example of such an operating condition is during the engine start up when the DPF has not reached a minimum operating temperature, known as the activation temperature, necessary for it to burn off a portion of the accumulated particulate matter. If the DPF is subject to an exhaust flow while it is below its activation temperature for too many operating hours, the channels in the DPF can become plugged decreasing the efficiency of the DPF. A plugged DPF may create engine exhaust back pressure, which exceeds the allowable specifications for the diesel engine, resulting engine stalling or possible damage to the engine. This disclosure provides a system to ensure that the DPF is less likely to become plugged from an exhaust gas flow. Additionally, the present invention also ensures that the engine exhaust back pressure does not exceed beyond the allowable specification of the diesel engine.
- The present invention provides an active control system so that the exhaust gas flow for the diesel engine can be diverted into the present invention until the DPF reaches the activation temperature. The diverting process for the exhaust gas flow is carried out through a control unit as the pressure or temperature across the DPF is determined through a sensor and compared with a preset value of the control unit.
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FIG. 1 is a perspective view of the present invention, showing the first configuration of the at least one pressure sensor. -
FIG. 2 is a side view of the present invention, showing the first configuration of the at least one pressure sensor. -
FIG. 3 is a side view of the present invention, showing the first configuration of the at least one pressure sensor and the off-position of the control valve. -
FIG. 4 is a side view of the present invention, showing the first configuration of the at least one pressure sensor and the on-position of the control valve. -
FIG. 5 is a side view of the present invention, showing the second configuration of the at least one pressure sensor and the off-position of the control valve. -
FIG. 6 is a side view of the present invention, showing the second configuration of the at least one pressure sensor and the on-position of the control valve. - All illustrations of the drawings are for the purpose of describing selected versions of the present invention and are not intended to limit the scope of the present invention.
- The present invention is an active control system for a diesel exhaust system so that the particulate filter of the diesel exhaust system is able to efficiently function with a minimum amount of particulate matter buildup. As a result of minimum particulate matter buildup, the present invention also eliminates unnecessary back pressure of the exhaust system that can damage the engine. The present invention comprises a
particulate filter unit 1, at least onepressure sensor 6, acontrol unit 9, and abypass unit 10. The general configuration of the present invention is shown InFIG. 1 andFIG. 2 , where the at least onepressure sensor 6 is in fluid communication with theparticulate filter unit 1 while the at least onepressure sensor 6 electrically connects with thecontrol unit 9. Thebypass unit 10 is also in fluid communication with theparticulate filter unit 1 through adiverter duct 15 and areturn duct 16 of thebypass unit 10. Additionally, thebypass unit 10 is electrically connected with thecontrol unit 9 so that thecontrol unit 9 is able to control the generated exhaust gas with respect to theparticulate filter unit 1 and thebypass unit 10. - The
particulate filter unit 1 generally reduces particle emissions in the generated exhaust gas. The details of how theparticulate filter unit 1 reduces amount of particle emissions are known to those with ordinary skill in the art and are not discussed further herein. In reference toFIG. 3-6 , theparticulate filter unit 1 comprises ahousing 2, anexhaust inlet 3, anexhaust outlet 4, and a diesel particulate filter (DPF) 5. More specifically, theexhaust inlet 3 and theexhaust outlet 4 are in fluid communication with thehousing 2 as theexhaust inlet 3 and theexhaust outlet 4 are oppositely positioned of each other across thehousing 2. Theexhaust inlet 3 generally allows the generated exhaust gas to flow into thehousing 2 while theexhaust outlet 4 discharges the purified exhaust gas from thehousing 2. The purification of the generated exhaust gas is completed through theDPF 5, where theDPF 5 can be a single filter or a plurality of filters. More specifically, the DPF 5 is internally connected to thehousing 2 in such a way that theDPF 5 is positioned in between theexhaust inlet 3 and theexhaust outlet 4. As a result, the generated exhaust gas that enters into thehousing 2 is purified through theDPF 5 and then discharged through theexhaust outlet 4 as purified exhaust gas when theDPF 5 is at the activation temperature. - When the
DPF 5 is at the activation temperature, theparticulate filter unit 1 is able to efficiently burn off the particulate matter that accumulates within theDPF 5. However, when theDPF 5 is below the activation temperature, the particulate matter builds up within theDPF 5 as the particulate matter buildup negatively affects the functionality of theDPF 5. More specifically, the efficiency of theDPF 5 drastically reduces within the exhaust system due to the particulate matter buildup, resulting in high back pressure within the exhaust system. Thebypass unit 10, which decreases the high back pressure from the exhaust system, comprises at least one at least onecontrol valve 11 in addition to thediverter duct 15 and thereturn duct 16. In reference toFIG. 4 andFIG. 6 ,bypass unit 10 is in fluid communication with theparticulate filter unit 1 so that the present invention is able to divert the generated exhaust gas away from theDPF 5 in the event that theDPF 5 is below the activation temperature. More specifically, thediverter duct 15 is in fluid communication with theexhaust inlet 3 so that the generated exhaust air can be diverted into thebypass unit 10. The at least onecontrol valve 11 is in fluid communication with thediverter duct 15 opposite of theexhaust inlet 3 as the flow of the generated exhaust gas is controlled through the at least onecontrol valve 11. More specifically, the at least onecontrol valve 11 is in fluid communication with thediverter duct 15 through aninput channel 12 of the at least onecontrol valve 11. Thereturn duct 16 is in fluid communication with the at least onecontrol valve 11 opposite of thediverter duct 15. More specifically, the at least onecontrol valve 11 is in fluid communication with thereturn duct 16 through anoutput channel 14 of the at least onecontrol valve 11. In order to complete thebypass unit 10, thereturn duct 16 is in fluid communication with theexhaust outlet 4 opposite of the at least onecontrol valve 11. In reference toFIG. 3-6 , at least onecontrol valve 11 further comprises anactuator 13, where theactuator 13 is operatively coupled to the at least onecontrol valve 11. Theactuator 13 allows the at least onecontrol valve 11 to operate in between an off-position and an on-position as theactuator 13 is electrically connected to thecontrol unit 9. - Depending on the amount of generated exhaust gas of the present invention, the
bypass unit 10 can comprisemultiple control valves 11 as each of thecontrol valves 11 is control by therespective actuator 13. Theinput channel 12 and theoutput channel 14 of each of thecontrol valves 11 are able to jointly connect with thediverter duct 15 and thereturn duct 16 respectively so that thecontrol valves 11 are able to meet the increase amount of generated exhaust gas within the present invention. - The at least one
pressure sensor 6 of the present invention can comprise different configurations as a sample reading measured from the at least onepressure sensor 6 is either an upstream pressure value or an upstream pressure value and a downstream pressure value. A preset value that is entered by the user of thecontrol unit 9 is required for the functionality of thebypass unit 10 and is determined based on the allowable exhaust gas back pressure listed in the engine manufacturer's specifications. - In reference to
FIG. 3-4 , a first configuration of the at least onepressure sensor 6, the at least onepressure sensor 6 utilizes theinlet pressure sensor 7 and the outlet pressure sensor 8 to measure the sample readings. Theinlet pressure sensor 7 is in fluid communication with theexhaust inlet 3 and positioned adjacent to thehousing 2 so that theinlet pressure sensor 7 is able to measure the generated exhaust gas pressure before the generated exhaust gas is entered into theDPF 5. The outlet pressure sensor 8 is in fluid communication with theexhaust outlet 4 and positioned adjacent to thehousing 2, where the outlet pressure sensor 8 is able to measure the generated exhaust gas pressure after the generated exhaust gas is existed from theDPF 5. Theinlet pressure sensor 7 and the outlet pressure sensor 8 are electrically connected to thecontrol unit 9 so that theinlet pressure sensor 7 and the outlet pressure sensor 8 are able to send out the generated exhaust gas pressure before theDPF 5 and after theDPF 5 as the sample readings to thecontrol unit 9 respectively. More specifically, theinlet pressure sensor 7 provides the upstream pressure value while the outlet pressure sensor 8 provides the downstream pressure value to thecontrol unit 9. Then thecontrol unit 9 calculates a sample value from the upstream pressure value and the downstream pressure value to determine the pressure-gradient value across theDPF 5. The pressure-gradient value is then compared with the preset value so that thecontrol unit 9 is able to determine that thebypass unit 10 needs to be activated or not. If the pressure-gradient value exceeds the preset value of thecontrol unit 9, the at least onecontrol valve 11 is switched into the on-position from the off-position through theactuator 13. Once the at least onecontrol valve 11 is at the on-position, a portion of the generated exhaust gas flows through thediverter duct 15 and into theinput channel 12 while the other portion of the generated exhaust gas flows into theexhaust inlet 3. The generated exhaust gas within the at least onecontrol valve 11 is then able to flow into thereturn duct 16 through theoutput channel 14. Then thereturn duct 16 discharges the generated exhaust gas of thebypass unit 10 into theexhaust outlet 4. Once the pressure-gradient value falls below the preset value, the at least onecontrol valve 11 is switched into the off-position from the on-position through theactuator 13 and thecontrol unit 9. - In reference to
FIG. 5-6 , a second configuration of the at least onepressure sensor 6, the at least onepressure sensor 6 utilizes only theinlet pressure sensor 7 to measure the sample readings. Theinlet pressure sensor 7 is in fluid communication with theexhaust inlet 3 and positioned adjacent to thehousing 2 so that theinlet pressure sensor 7 is able to measure the generated exhaust gas pressure before the generated exhaust gas is entered into theDPF 5. Theinlet pressure sensor 7 is electrically connected to thecontrol unit 9 so that theinlet pressure sensor 7 is able to send out the generated exhaust gas pressure as the sample reading to thecontrol unit 9. More specifically, theinlet pressure sensor 7 provides the upstream pressure value to thecontrol unit 9. Then thecontrol unit 9 calculates the sample value from the upstream pressure value to determine the inlet pressure value of theDPF 5. The preset value entered by the user of thecontrol unit 9 that is required for the functionality of thebypass unit 10 is determined based on the allowable exhaust gas back pressure listed in the engine manufacturer's specifications. The preset value is then compared with the sample value so that thecontrol unit 9 is able to determine that thebypass unit 10 needs to be activated or not. If the sample value exceeds the preset value of thecontrol unit 9, the at least onecontrol valve 11 is switched into the on-position from the off-position through theactuator 13. Once the at least onecontrol valve 11 is at the on-position, a portion of the generated exhaust gas flows through thediverter duct 15 and into theinput channel 12 while the other portion of the generated exhaust gas flows into theexhaust inlet 3. The generated exhaust gas within the at least onecontrol valve 11 is then able to flow into thereturn duct 16 through theoutput channel 14. Then thereturn duct 16 discharges the generated exhaust gas of thebypass unit 10 into theexhaust outlet 4. Once the sample value from the upstream pressure value reaches the preset inlet pressure value, the at least onecontrol valve 11 is switched into the off-position from the on-position through theactuator 13 and thecontrol unit 9. - Additionally, the present invention may comprise an inlet temperature sensor and an outlet temperature sensor, where the inlet temperature sensor and the outlet temperature sensor can be jointly or individually utilized in conjunction with the at least one
pressure sensor 6. In a first alternative embodiment, the present invention utilizes the inlet temperature sensor, where the inlet temperature sensor is in fluid communication with theexhaust inlet 3. Then thecontrol unit 9 is able to measure the temperature of the generated exhaust gas through the inlet temperature sensor as the inlet temperature sensor is electrically connected with thecontrol unit 9. In a second alternative embodiment, the present invention utilizes the outlet temperature sensor, where the outlet temperature sensor is in fluid communication with theexhaust outlet 4. Then thecontrol unit 9 is able to measure the temperature of the purified exhaust gas or the generated exhaust gas that exists from theDPF 5 before the activation temperature through the outlet temperature sensor as the outlet temperature sensor is electrically connected with thecontrol unit 9. In a third alternative embodiment, the present invention utilizes the inlet temperature sensor and the outlet temperature sensor, where the inlet temperature sensor and the outlet temperature sensor are in fluid communication with theexhaust inlet 3 and theexhaust outlet 4 respectively. Then thecontrol unit 9 is able to measure the temperature of the generated exhaust gas and the purified exhaust gas or the generated exhaust gas that exits from theDPF 5 through the inlet temperature sensor and the outlet temperature sensor as the inlet temperature sensor and the outlet temperature sensor are electrically connected with thecontrol unit 9. Thecontrol unit 9 can then use an algorithm that takes into account exhaust temperature and pressure to control the operation of thebypass unit 10. The algorithm calculates the loading of particulate matter in theDPF 5 based on the long term temperature and pressure from the sensors. When the algorithm determines that the loading of particulate matter in theDPF 5 is too high thebypass unit 10 opens. - Although the invention has been explained in relation to its preferred embodiment, it is to be understood that many other possible modifications and variations can be made without departing from the spirit and scope of the invention as hereinafter claimed.
Claims (18)
1. An active control system for diesel particulate filter comprises:
a particulate filter unit;
at least one pressure sensor;
a control unit;
a bypass unit;
the particulate filter unit comprises a housing, an exhaust inlet, an exhaust outlet, and a diesel particulate filter (DPF);
the bypass unit comprises at least one control valve, a diverter duct, and a return duct;
the at least one pressure sensor being in fluid communication with the particulate filter unit;
the at least one pressure sensor being electrically connected with the control unit;
the bypass unit being in fluid communication with the particulate filter unit through the diverter duct and the return duct; and
the at least one bypass unit being electrically connected with the control unit.
2. The active control system for diesel particulate filter as claimed in claim 1 comprises:
the exhaust inlet and the exhaust outlet being in fluid communication with the housing;
the exhaust inlet and the exhaust outlet being oppositely positioned of each other across the housing;
the DPF being internally connected to the housing; and
the DPF being positioned in between the exhaust inlet and the exhaust outlet.
3. The active control system for diesel particulate filter as claimed in claim 1 comprises:
the diverter duct being in fluid communication with the exhaust inlet;
the at least one control valve being in fluid communication with the diverter duct opposite of the exhaust inlet;
the return duct being in fluid communication with the at least one control valve opposite of the diverter duct; and
the return duct being in fluid communication with the exhaust outlet opposite of the at least one control valve.
4. The active control system for diesel particulate filter as claimed in claim 3 comprises:
the at least one control valve comprises an input channel and an output channel;
the at least one control valve being in fluid communication with the diverter duct through the input channel; and
the at least one control valve being in fluid communication with the return duct through the output channel.
5. The active control system for diesel particulate filter as claimed in claim 1 comprises:
the at least one control valve comprises an actuator;
the actuator being operatively coupled to the control valve; and
the actuator being electrically connected to the control unit.
6. The active control system for diesel particulate filter as claimed in claim 1 comprises:
the at least one pressure sensor comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing;
the outlet pressure sensor being in fluid communication with the exhaust outlet adjacent to the housing; and
the inlet pressure sensor and the outlet pressure sensor being electrically connected with the control unit.
7. The active control system for diesel particulate filter as claimed in claim 1 comprises:
the at least one pressure sensor comprises an inlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing; and
the inlet pressure sensor being electrically connected with the control unit.
8. An active control system for diesel particulate filter comprises:
a particulate filter unit;
at least one pressure sensor;
a control unit;
a bypass unit;
the particulate filter unit comprises a housing, an exhaust inlet, an exhaust outlet, and a diesel particulate filter (DPF);
the bypass unit comprises at least one control valve, a diverter duct, and a return duct;
the at least one pressure sensor being in fluid communication with the particulate filter unit;
the at least one pressure sensor being electrically connected with the control unit;
the exhaust inlet and the exhaust outlet being in fluid communication with the housing;
the diverter duct being in fluid communication with the exhaust inlet;
the at least one control valve being in fluid communication with the diverter duct opposite of the exhaust inlet;
the return duct being in fluid communication with the at least one control valve opposite of the diverter duct;
the return duct being in fluid communication with the exhaust outlet opposite of the at least one control valve; and
the at least one bypass unit being electrically connected with the control unit.
9. The active control system for diesel particulate filter as claimed in claim 8 comprises:
the exhaust inlet and the exhaust outlet being oppositely positioned of each other across the housing;
the DPF being internally connected to the housing; and
the DPF being positioned in between the exhaust inlet and the exhaust outlet.
10. The active control system for diesel particulate filter as claimed in claim 8 comprises:
the at least one control valve comprises an input channel and an output channel;
the at least one control valve being in fluid communication with the diverter duct through the input channel; and
the at least one control valve being in fluid communication with the return duct through the output channel.
11. The active control system for diesel particulate filter as claimed in claim 8 comprises:
the at least one control valve comprises an actuator;
the actuator being operatively coupled to the control valve; and
the actuator being electrically connected to the control unit.
12. The active control system for diesel particulate filter as claimed in claim 8 comprises:
the at least one pressure sensor comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing;
the outlet pressure sensor being in fluid communication with the exhaust outlet adjacent to the housing; and
the inlet pressure sensor and the outlet pressure sensor being electrically connected with the control unit.
13. The active control system for diesel particulate filter as claimed in claim 8 comprises:
the at least one pressure sensor comprises an inlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing; and
the inlet pressure sensor being electrically connected with the control unit.
14. An active control system for diesel particulate filter comprises:
a particulate filter unit;
at least one pressure sensor;
a control unit;
a bypass unit;
the particulate filter unit comprises a housing, an exhaust inlet, an exhaust outlet, and a diesel particulate filter (DPF);
the bypass unit comprises at least one control valve, a diverter duct, and a return duct;
the at least one pressure sensor being in fluid communication with the particulate filter unit;
the at least one pressure sensor being electrically connected with the control unit;
the exhaust inlet and the exhaust outlet being in fluid communication with the housing;
the diverter duct being in fluid communication with the exhaust inlet;
the at least one control valve being in fluid communication with the diverter duct opposite of the exhaust inlet;
the return duct being in fluid communication with the at least one control valve opposite of the diverter duct;
the return duct being in fluid communication with the exhaust outlet opposite of the at least one control valve;
the at least one control valve comprises an actuator;
the actuator being operatively coupled to the control valve; and
the actuator being electrically connected to the control unit.
15. The active control system for diesel particulate filter as claimed in claim 14 comprises:
the exhaust inlet and the exhaust outlet being oppositely positioned of each other across the housing;
the DPF being internally connected to the housing; and
the DPF being positioned in between the exhaust inlet and the exhaust outlet.
16. The active control system for diesel particulate filter as claimed in claim 14 comprises:
the at least one control valve comprises an input channel and an output channel;
the at least one control valve being in fluid communication with the diverter duct through the input channel; and
the at least one control valve being in fluid communication with the return duct through the output channel.
17. The active control system for diesel particulate filter as claimed in claim 14 comprises:
the at least one pressure sensor comprises an inlet pressure sensor and an outlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing;
the outlet pressure sensor being in fluid communication with the exhaust outlet adjacent to the housing; and
the inlet pressure sensor and the outlet pressure sensor being electrically connected with the control unit.
18. The active control system for diesel particulate filter as claimed in claim 14 comprises:
the at least one pressure sensor comprises an inlet pressure sensor;
the inlet pressure sensor being in fluid communication with the exhaust inlet adjacent to the housing; and
the inlet pressure sensor being electrically connected with the control unit.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US14/616,202 US20150226099A1 (en) | 2014-02-07 | 2015-02-06 | Active Control System for Diesel Particulate Filter |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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US201461937022P | 2014-02-07 | 2014-02-07 | |
US14/616,202 US20150226099A1 (en) | 2014-02-07 | 2015-02-06 | Active Control System for Diesel Particulate Filter |
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US20150226099A1 true US20150226099A1 (en) | 2015-08-13 |
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US14/616,202 Abandoned US20150226099A1 (en) | 2014-02-07 | 2015-02-06 | Active Control System for Diesel Particulate Filter |
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Cited By (4)
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CN109113839A (en) * | 2018-09-11 | 2019-01-01 | 中船动力有限公司 | The by-pass collar and application method of marine diesel exhaust aftertreatment |
CN109854341A (en) * | 2019-02-01 | 2019-06-07 | 北京智慧蓝天科技有限公司 | A kind of exhaust gas treating device and its pressure releasing method |
CN110735696A (en) * | 2015-12-02 | 2020-01-31 | 康明斯排放处理公司 | System, method and apparatus for estimating soot loading during no load or low load |
CN114837782A (en) * | 2022-06-08 | 2022-08-02 | 凯龙高科技股份有限公司 | Emission reduction device of fixed source diesel engine and control method thereof |
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US5651248A (en) * | 1994-08-29 | 1997-07-29 | Isuzu Ceramics Research Institute Co., Ltd. | Diesel particulate filter apparatus |
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Publication number | Priority date | Publication date | Assignee | Title |
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CN110735696A (en) * | 2015-12-02 | 2020-01-31 | 康明斯排放处理公司 | System, method and apparatus for estimating soot loading during no load or low load |
CN109113839A (en) * | 2018-09-11 | 2019-01-01 | 中船动力有限公司 | The by-pass collar and application method of marine diesel exhaust aftertreatment |
CN109854341A (en) * | 2019-02-01 | 2019-06-07 | 北京智慧蓝天科技有限公司 | A kind of exhaust gas treating device and its pressure releasing method |
CN114837782A (en) * | 2022-06-08 | 2022-08-02 | 凯龙高科技股份有限公司 | Emission reduction device of fixed source diesel engine and control method thereof |
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