WO2006099130A2 - Systemes et procedes de reduction des emissions - Google Patents

Systemes et procedes de reduction des emissions Download PDF

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Publication number
WO2006099130A2
WO2006099130A2 PCT/US2006/008586 US2006008586W WO2006099130A2 WO 2006099130 A2 WO2006099130 A2 WO 2006099130A2 US 2006008586 W US2006008586 W US 2006008586W WO 2006099130 A2 WO2006099130 A2 WO 2006099130A2
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WO
WIPO (PCT)
Prior art keywords
trap
exhaust gas
catalyst
ammonia
fuel reformer
Prior art date
Application number
PCT/US2006/008586
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English (en)
Other versions
WO2006099130A3 (fr
Inventor
Navin Khadiya
Samuel N. Jr. Crane
Robert J. Iverson
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Arvin Technologies, Inc.
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Application filed by Arvin Technologies, Inc. filed Critical Arvin Technologies, Inc.
Publication of WO2006099130A2 publication Critical patent/WO2006099130A2/fr
Publication of WO2006099130A3 publication Critical patent/WO2006099130A3/fr

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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
    • F01N3/08—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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F01N3/2073—Selective catalytic reduction [SCR] with means for generating a reducing substance from the 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/011—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more purifying devices arranged in parallel
    • 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
    • F01N3/033—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 in combination with other devices
    • F01N3/035—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 in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0821—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with particulate filters
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0828—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents characterised by the absorbed or adsorbed substances
    • F01N3/0842—Nitrogen oxides
    • 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
    • F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
    • F01N3/0871—Regulation of absorbents or adsorbents, e.g. purging
    • F01N3/0878—Bypassing absorbents or adsorbents
    • 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
    • F01N3/18—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 methods of operation; Control
    • F01N3/20—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 methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
    • F01N3/2066—Selective catalytic reduction [SCR]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/10—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone
    • F02M25/12—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding acetylene, non-waterborne hydrogen, non-airborne oxygen, or ozone the apparatus having means for generating such gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
    • F02M27/042—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism by plasma
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/25—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being an ammonia generator
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/28—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a plasma reactor
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/30—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel reformer
    • 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
    • F01N2410/12—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device in case of absorption, adsorption or desorption of exhaust gas constituents
    • 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
    • F01N2610/04—Adding substances to exhaust gases the substance being hydrogen
    • 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
    • F01N2610/08—Adding substances to exhaust gases with prior mixing of the substances with a gas, e.g. air
    • 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

Definitions

  • the present disclosure relates to generally to emission abatement systems for internal combustion engines.
  • Plasma fuel reformers reform hydrocarbon fuel into a reformate gas such as hydrogen-rich gas.
  • the reformate gas produced by the reformer may be utilized as fuel or fuel additive in the operation of an internal combustion engine.
  • the reformate gas may also be utilized to regenerate or otherwise condition an emission abatement device associated with the internal combustion engine (e.g., a NO ⁇ trap, particulate filter, or SCR catalyst).
  • the reformate gas may also be used as a fuel for a fuel cell.
  • an emission abatement assembly includes a pair of NO ⁇ traps arranged in a parallel arrangement.
  • the NO ⁇ traps are operated in tandem such that both traps are online (i.e., absorbing NO ⁇ ) during operation of the engine. Periodically, one of the traps is taken offline for regeneration.
  • an emission abatement assembly includes a catalyst positioned upstream of a urea SCR catalyst. Hydrogen from a fuel reformer is advanced into the upstream catalyst. At operating temperatures below a predetermined temperature, NOx is converted by the upstream catalyst into N 2 in a similar manner as a H-SCR catalyst. At operating temperatures above the predetermined temperature, the upstream catalyst converts some of the N0 ⁇ in the exhaust gas into NH 3 . The NH 3 is advanced, along with the remaining N0 ⁇ in the exhaust gas, into the SCR catalyst wherein it functions as a reductant fluid to covert the remaining N0 ⁇ into N 2 .
  • the upstream catalyst is embodied as two separate catalysts — an oxidation catalyst, such as a diesel oxidation catalyst, and an ammonia generating catalyst.
  • the ammonia generating catalyst is positioned in a parallel flow path with a portion of the engine exhaust gas bypassing the ammonia generating catalyst through a second parallel flow path.
  • a plasma fuel reformer is operated to generate oxygenated hydrocarbons.
  • the oxygenated hydrocarbons are supplied to the intake of an internal combustion engine such as an HCCI engine.
  • FIG. 1 is a simplified block diagram of a fuel reforming assembly having a plasma fuel reformer under the control of an electronic control unit;
  • FIG. 2 is a diagrammatic cross sectional view of the plasma fuel reformer of FIG. 1;
  • FIG. 3 is a simplified block diagram of an emission abatement assembly
  • FIG. 4 is a timing graph of a trap regenerating scheme
  • FIG. 5 is a fragmentary perspective view of a diverter valve
  • FIGS. 6-8 are simplified diagrammatic views of the diverter valve of
  • FIG. 5 showing the valve in various valve positions
  • FIGS. 9 and 10 are simplified block diagrams of another emission abatement assembly
  • FIGS. 11-15 are simplified block diagrams of systems for generating oxygenated hydrocarbons by use of a fuel reformer
  • FIGS. 16 and 17 are simplified block diagrams of an emission abatement assembly that is similar to the assemblies of FIGS. 9 and 10;
  • FIG. 18 is a simplified diagram similar of an emission abatement assembly that is similar to the assembly of FIGS. 16 and 17.
  • a fuel reformer may be utilized to regenerate or otherwise condition an emission abatement assembly.
  • a fuel reformer may be operated to generate and supply a reformate gas to a pair of NO ⁇ traps or to a catalyst positioned upstream of an SCR catalyst. Reformate gas from the fuel reformer may A-
  • HCCI engine also be utilized as a fuel additive for an internal combustion engine such as an HCCI engine.
  • the fuel reformer described herein may be embodied as any type of fuel reformer such as, for example, a catalytic fuel reformer, a thermal fuel reformer, a steam fuel reformer, or any other type of partial oxidation fuel reformer.
  • the fuel reformer of the present disclosure may also be embodied as a plasma fuel reformer.
  • a plasma fuel reformer uses plasma to convert a mixture of air and hydrocarbon fuel into a reformate gas which is rich in, amongst other things, hydrogen gas and carbon monoxide.
  • Systems including plasma fuel reformers are disclosed in U.S. Patent No. 5,425,332 issued to Rabinovich et al.; U.S. Patent No. 5,437,250 issued to Rabinovich et al.; U.S. Patent No.
  • FIGS. 1 and 2 there is shown an exemplary embodiment of a plasma fuel reforming assembly 10 of an emission abatement assembly 14.
  • the plasma fuel reforming assembly 10 includes a plasma fuel reformer 12 and a control unit 16.
  • the plasma fuel reformer 12 reforms (i.e., converts) hydrocarbon fuels into a reformate gas that includes, amongst other things, hydrogen and carbon monoxide.
  • the plasma fuel reformer 12 may be used in the construction of an onboard fuel reforming system of a vehicle or a stationary power generator.
  • the reformate gas produced by the onboard plasma fuel reformer 12 may be utilized as a regenerating fluid to regenerate or otherwise condition an emission abatement device associated with an internal combustion engine (e.g., a diesel engine or a gasoline engine).
  • an internal combustion engine e.g., a diesel engine or a gasoline engine.
  • the plasma fuel reformer 12 includes a plasma- generating assembly 42 and a reactor 44.
  • the plasma-generating assembly 42 is secured to an upper portion of the reactor 44.
  • the plasma-generating assembly 42 includes an upper electrode 54 and a lower electrode 56.
  • the electrodes 54, 56 are spaced apart from one another so as to define an electrode gap 58 therebetween.
  • An insulator 60 electrically insulates the electrodes from one another.
  • the electrodes 54, 56 are electrically coupled to an electrical power supply 36 such that, when energized, an electrical current is supplied to one of the electrodes thereby generating a plasma arc (not shown) across the electrode gap 58 (i.e., between the electrodes 54, 56).
  • a fuel input mechanism such as a fuel injector 38 injects a hydrocarbon fuel 64 into the plasma arc.
  • the fuel injector 38 may be any type of fuel injection mechanism which injects a desired amount of fuel into plasma- generating assembly 42. In certain configurations, it may be desirable to atomize the fuel prior to, or during, injection of the fuel into the plasma-generating assembly 42.
  • Such fuel injector assemblies i.e., injectors which atomize the fuel are commercially available.
  • the plasma-generating assembly 42 has an annular air chamber 72. Pressurized air is advanced into the air chamber 72 and is thereafter directed radially inwardly through the electrode gap 58 so as to "bend" the plasma arc inwardly. Such bending of the plasma arc ensures that the injected fuel 64 is directed through the plasma arc. Such bending of the plasma arc also reduces erosion of the electrodes 56, 58. Moreover, advancement of air into the electrode gap 58 also produces a desired mixture of air and fuel ("air/fuel mixture"). In particular, the plasma reformer 12 reforms or otherwise processes the fuel in the form of a mixture of air and fuel.
  • the air-to-fuel ratio of the air/fuel mixture being reformed by the fuel reformer is controlled via control of the fuel injector 38 and an air inlet valve 40.
  • the air inlet valve 40 may be embodied as any type of electronically-controlled air valve.
  • the air inlet valve 40 may be embodied as a discrete device, as shown in FIG. 2, or may be integrated into the design of the plasma fuel reformer 12. In either case, the air inlet valve 40 controls the amount of air that is introduced into the plasma- generating assembly 42 thereby controlling the air-to-fuel ratio of the air/fuel mixture being processed by the plasma fuel reformer 12. Gas (either reformed or partially reformed) exiting the plasma arc 62 is advanced into the reactor 44.
  • a catalyst may be positioned in the reactor 44.
  • the catalyst completes the fuel reforming process, or otherwise treats the gas, prior to exit of the reformate gas from the reactor 44.
  • some or all of the gas exiting the plasma-generating assembly 42 may only be partially reformed, and the catalyst is configured to complete the reforming process (i.e., catalyze a reaction which completes the reforming process of the partially reformed gas exiting the plasma-generating assembly 42).
  • the catalyst may be embodied as any type of catalyst that is configured to catalyze such reactions.
  • the catalyst embodied as a substrate having a precious metal or other type of catalytic material disposed thereon. Such a substrate may be constructed of ceramic, metal, or other suitable material.
  • the catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials.
  • the plasma fuel reformer 12 may be embodied without the catalyst.
  • the plasma fuel reformer 12 and its associated components are under the control of the control unit 16.
  • the fuel injector 38 is electrically coupled to the electronic control unit 16 via a signal line 20
  • the air inlet valve 40 is electrically coupled to the electronic control unit 16 via a signal line 22
  • the power supply 36 is electrically coupled to the electronic control unit 16 via a signal line 24.
  • a number of other components associated with the emission abatement assembly 14 may also be under the control of the control unit 16, and, as a result, electrically coupled thereto.
  • a flow diverter valve 88 for selectively diverting an exhaust gas flow from an internal combustion engine and a flow of reformate gas from the plasma fuel reformer 12 between any number of components may be under the control of the control unit 16.
  • a number of sensors such as N0 ⁇ sensors and pressure sensors associated with the emission abatement assembly 14 are also electrically coupled to the control unit 16.
  • the signal lines 20, 22, 24 (and any of the signal lines used to couple other devices associated with the emission abatement assembly 14 to the control unit) are shown schematically as a single line, it should be appreciated that the signal lines may be configured as any type of signal carrying assembly which allows for the transmission of electrical signals in either one or both directions between the electronic control unit 16 and the corresponding component.
  • any one or more of the signal lines 20, 22, 24 (or any other signal line disclosed herein) may be embodied as a wiring harness having a number of signal lines which transmit electrical signals between the electronic control unit 16 and the corresponding component. It should be appreciated that any number of other wiring configurations may also be used.
  • the electronic control unit 16 is, in essence, the master computer responsible for interpreting electrical signals sent by sensors associated with the plasma fuel reformer 12 and for activating electronically-controlled components associated with the plasma fuel reformer 12 in order to control the plasma fuel reformer 12, the flow of reformate gas exiting therefrom, and an exhaust gas flow from an internal combustion engine.
  • the electronic control unit 16 of the present disclosure is operable to, amongst many other things, determine the beginning and end of each injection cycle of fuel into the plasma-generating assembly 42, calculate and control the amount and ratio of air and fuel to be introduced into the plasma-generating assembly 42, determine the power level to supply to the plasma fuel refo ⁇ ner 12, and determine when to commence and end a regeneration cycle of each of the emission components (e.g., N0 ⁇ traps or a soot filter).
  • the emission components e.g., N0 ⁇ traps or a soot filter
  • the electronic control unit 16 includes a number of electronic components commonly associated with electronic units which are utilized in the control of electromechanical systems.
  • the electronic control unit 16 may include, amongst other components customarily included in such devices, a processor such as a microprocessor 28 and a memory device 30 such as a programmable read-only memory device ("PROM") including erasable PROM's (EPROM's or EEPROM's).
  • the memory device 30 is configured to store, amongst other things, instructions in the form of, for example, a software routine (or routines) which, when executed by the processor 28, allows the electronic control unit 16 to control operation of the plasma fuel reformer 12 and other devices associated with the emission abatement assembly 14.
  • the electronic control unit 16 also includes an analog interface circuit 32.
  • the analog interface circuit 32 converts the output signals from the various fuel reformer sensors (e.g., a temperature sensor or gas composition sensor) or other sensors associated with the with the emission abatement assembly (e.g., the NO ⁇ sensor and the pressure sensors) into a signal which is suitable for presentation to an input of the microprocessor 28.
  • the analog interface circuit 32 by use of an analog-to-digital (AJO) converter (not shown) or the like, converts the analog signals generated by the sensors into a digital signal for use by the microprocessor 28.
  • A/D converter may be embodied as a discrete device or number of devices, or may be integrated into the microprocessor 28. It should also be appreciated that if any one or more of the sensors associated with the plasma fuel reformer 12 or the emission abatement assembly 14 generate a digital output signal, the analog interface circuit 32 may be bypassed.
  • the analog interface circuit 32 converts signals from the microprocessor 28 into an output signal which is suitable for presentation to the electrically-controlled components associated with the plasma fuel reformer 12 (e.g., the fuel injector 38, the air inlet valve 40, the power supply 36), or other system components associated with the emission abatement assembly 14 (e.g., the diverter valve 88).
  • the analog interface circuit 32 by use of a digital-to-analog (D/ A) converter (not shown) or the like, converts the digital signals generated by the microprocessor 28 into analog signals for use by the electronically-controlled components associated with the fuel reformer 12 and the emission abatement assembly 14.
  • D/ A digital-to-analog
  • the D/A converter may be embodied as a discrete device or number of devices, or may be integrated into the microprocessor 28. It should also be appreciated that if any one or more of the electronically-controlled components associated with the plasma fuel reformer 12 or the emission abatement assembly 14 operate on a digital input signal, the analog interface circuit 32 may be bypassed.
  • the electronic control unit 16 may be operated to control operation of the plasma fuel reformer 12, and components associated therewith, and the components associated with the emission abatement assembly 14.
  • the electronic control unit 16 executes a routine including, amongst other things, a closed-loop control scheme in which the electronic control unit 16 monitors the outputs from a number of sensors in order to control the inputs to the electronically- controlled components associated therewith.
  • the electronic control unit 16 communicates with the sensors associated with the fuel reformer 12 and the emission abatement assembly 14 to determine, amongst numerous other things, the amount, temperature, and/or pressure of air and/or fuel being supplied to the plasma fuel reformer 12, the amount of hydrogen and/or oxygen in the reformate gas, the temperature of the reformer or the reformate gas, the composition of the reformate gas, the accumulation level within an emission abatement device (e.g., a NO ⁇ trap or soot filter), etcetera.
  • an emission abatement device e.g., a NO ⁇ trap or soot filter
  • the electronic control unit 16 performs numerous calculations each second, including looking up values in preprogrammed tables, in order to execute algorithms to perform such functions as determining when or how long the fuel reformer's fuel injector or other fuel input device is opened, controlling the power level input to the fuel reformer, controlling the amount of air advanced through air inlet valve, controlling the position of a flow diverter valve responsible for directing the flow of reformate gas and exhaust gas to one component or the other, determining the quantity and/or composition of reformate gas to generate and deliver to a particular component, etcetera.
  • FIG. 3 there is shown the emission abatement assembly 14 in greater detail.
  • the emission abatement assembly 14 includes a pair of NO ⁇ traps 84, 86 for removing and treating NOx present in the exhaust gas from an internal combustion engine 82 such as a diesel engine, a gasoline engine, a gasoline direct injection (GDI) engine, or natural gas engine.
  • the NO ⁇ traps 84, 86 are arranged in a parallel relationship with one another.
  • the N0 ⁇ trap 84 will herein be referred to as the right N0 ⁇ trap
  • the NO ⁇ trap 86 will herein be referred to as the left N0 ⁇ trap.
  • such use of directional terms i.e., right and left
  • the N0 ⁇ traps 84, 86 may be any type of commercially available N0 ⁇ trap, including a lean N0 ⁇ trap, which facilitates the trapping and removal of N0 ⁇ in the lean conditions associated with exhaust gases from diesel engines, GDI engines, or natural gas engines.
  • Specific examples of NO ⁇ traps which may be used as the N0 ⁇ traps 84, 86 of the present disclosure include, but are not limited to, N0 ⁇ traps commercially available from, or N0 ⁇ traps constructed with materials commercially available from, EmeraChem, LLC of Knoxville, Tennessee (formerly known as Goal Line Environmental Technologies, LLC of Knoxville, Tennessee).
  • the emission abatement assembly 14 may also include one or more additional components downstream of the N0 ⁇ traps 84, 86.
  • a number of catalysts and/or soot filters may be positioned downstream of the N0 ⁇ traps 84, 86.
  • an oxidation catalyst 94 and a catalyzed soot filter 96 are positioned downstream of the NO ⁇ traps 84, 86, numerous other configurations may be used to fit the needs of a given system.
  • two soot filters (instead of one) may be used with each filter being positioned downstream from one of the N0 ⁇ traps 84, 86 in a parallel flow arrangement.
  • the catalyst 94 may be embodied as any type of catalyst that is configured to catalyze oxidation reactions in an exhaust gas stream.
  • the catalyst 94 is embodied as substrate having a precious metal or other type of catalytic material disposed thereon.
  • a substrate may be constructed of ceramic, metal, or other suitable material.
  • the catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials.
  • the catalyst 94 When positioned downstream of the N0 ⁇ traps 84, 86, the catalyst 94 may function to clean up any hydrogen or hydrocarbon "slip" from the N0 ⁇ traps 84, 86.
  • the oxidation catalyst 94 may be used to oxidize any H 2 , certain hydrocarbons, or H 2 S that may be present in the gases exiting the traps 84, 86. Moreover, as will be discussed herein in greater detail, when positioned upstream of the soot filter 96, the catalyst 94 may be utilized during assisted regeneration of soot filter 96.
  • the soot filter 96 may be embodied as any type of commercially available particulate filter.
  • the soot particulate filter may be embodied as any known exhaust particulate filter such as a "deep bed” or "wall flow” filter.
  • Deep bed filters may be embodied as metallic mesh filters, metallic or ceramic foam filters, ceramic fiber mesh filters, and the like.
  • Wall flow filters may be embodied as a cordierite or silicon carbide ceramic filter with alternating channels plugged at the front and rear of the filter thereby forcing the gas advancing therethrough into one channel, through the walls, and out another channel.
  • the soot filter 96 is impregnated with a catalytic material.
  • the catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials.
  • the temperature at which soot particles trapped in the filter combust is lowered such that regeneration of the soot filter 96 may occur in the presence of the heat of the engine exhaust gas.
  • reformate gas from the fuel reformer 12 may be used to regenerate the filter. As shown in FIG.
  • a diverter valve 88 selectively diverts the flow of exhausts gas from the engine 82 between the traps 84, 86.
  • the diverter valve 88 may be operated to divert a flow of exhaust gas from the engine 82 between a right flow path 102 and a left flow path 104.
  • the right NO ⁇ trap 84 is positioned in the right flow path 102 such that exhaust gas or reformate gas advancing through the right flow path 102 is advanced through the right NO x trap 84.
  • the left NO x trap 86 is positioned in the left flow path 104 such that exhaust gas or reformate gas advancing through the left flow path 104 is advanced through the left N0 ⁇ trap 86.
  • the flow coupler 106 is positioned downstream of the NO ⁇ traps 84, 86 and upstream of oxidation catalyst 94 and the soot filter 96. As a result, gas exiting the NO ⁇ traps 84, 86 is directed through both the oxidation catalyst 94 and the soot filter 96.
  • an exhaust gas inlet 108 of the diverter valve 88 is fluidly coupled to an exhaust manifold 110 of the engine 82 via a fluid line 112.
  • a right outlet 114 of the diverter valve 88 is fluidly coupled to an inlet 116 of the right NO ⁇ trap 84 via a fluid line 118, whereas a left outlet 120 of the diverter valve 88 is fluidly coupled to an inlet 122 of the left NO x trap 86 via a fluid line 124.
  • An outlet 126 of the right NO x trap 84 is fluidly coupled to the flow coupler 106 via a fluid line 128, whereas an outlet 130 of the left NO ⁇ trap 86 is fluidly coupled to the flow coupler 106 via the fluid line 132.
  • a fluid line 134 fluidly couples the flow coupler 106 to an inlet 136 of the oxidation catalyst 94.
  • An outlet 138 of the oxidation catalyst 94 is fluidly coupled to an inlet 140 of the soot filter 96 via a fluid line 142.
  • an outlet 146 of the soot filter 96 is either open to the atmosphere or coupled to an additional exhaust system component (not shown) positioned downstream of the soot filter 96.
  • exhaust gas from the engine 82 may be routed through the emission abatement assembly 14 to remove, amongst other things, NO ⁇ and soot therefrom.
  • exhaust gas may be selectively routed between the two NO ⁇ traps 84, 86 to allow for both treatment of the exhaust gas and trap regeneration.
  • exhaust gas may be routed through the right N0 ⁇ trap 84 while the left NO ⁇ trap 86 is maintained "offline.” While offline, the left N0 ⁇ trap 86 may undergo regeneration.
  • exhaust gas is advanced along a fluid path which includes the fluid line 112 from the exhaust manifold 110, the diverter valve 88, the fluid line 118 to the right NO x trap 84, through the trap 84 and the fluid line 128 to the flow coupler 106, the fluid line 134 to the oxidation catalyst 94, through the catalyst 94 and the fluid line 142 to the soot filter 96, through the soot filter 96 and out the fluid line 144.
  • the position of the diverter valve 88 may be switched such that exhaust gas from the engine 82 is routed through the left NO x trap 86 while the right N0 ⁇ trap 84 is offline for regeneration.
  • exhaust gas is advanced along a fluid path which includes the fluid line 112 from the exhaust manifold 110, the diverter valve 88, the fluid line 124 to the left N0 ⁇ trap 86, through the trap 86 and the fluid line 132 to the flow coupler 106, the fluid line 134 to the oxidation catalyst 94, through the catalyst 94 and the fluid line 142 to the soot filter 96, through the soot filter 96 and out the fluid line 144.
  • the diverter valve 88 is also configured to divert reformate gas from the fuel reformer 12 to the appropriate N0 ⁇ trap 84, 86.
  • the outlet 76 of the fuel reformer 12 is fluidly coupled to a regenerating fluid inlet 148 of the diverter valve 88 via a fluid line 150.
  • the diverter valve 88 diverts reformate gas from the fuel reformer 12 to the offline NO x trap 84, 86.
  • engine exhaust gas is routed by the diverter valve 88 through one of the traps 84, 86 while the other trap is maintained offline for regeneration.
  • the diverter valve 88 routes engine exhaust gas through one of the traps 84, 86, while routing reformate gas from the fuel reformer 12 through the other trap 84, 86.
  • the diverter valve 88 is electrically coupled to the electronic control unit 16 via a signal line 152. As such, the position of the diverter valve 88 is under the control of the electronic control unit 16.
  • the electronic control unit 16 amongst its other functions, selectively directs the flow of exhaust gas from the engine 82 and the flow of reformate gas from the fuel reformer 12 to either the right NO ⁇ trap 84 or the left N0 ⁇ trap 86, or a combination of both traps 84, 86.
  • the control scheme for controlling the position of the diverter valve 88 may be designed in a number of different manners. For example, a sensor-based control scheme may be utilized. In such a case, the position of the diverter valve 88 is changed as a function of output from one or more sensors associated with the N0 ⁇ traps 84, 86. For instance, regeneration of one of the NO ⁇ traps 84, 86 may commence when the output from an associated N0 ⁇ sensor 154 is indicative of a predetermined NO ⁇ accumulation level within one of the NO ⁇ traps 84, 86. More specifically, each of the N0 ⁇ sensors 154 is positioned to sense the N0 ⁇ content of exhaust gas passing through traps 84, 86.
  • the sensor 154 may be used to monitor the N0 ⁇ accumulation level of the NO ⁇ trap 84, 86.
  • the control unit 16 takes the trap 84, 86 in need of regeneration offline.
  • a timing-based control scheme may be utilized in which the position of the diverter valve 88 is changed as a function of time. For instance, regeneration of the traps 84, 86 may be performed at predetermined timed intervals.
  • the N0 ⁇ sensor 154 may be all together eliminated, or used merely as a "failsafe" to ensure that regeneration is not prematurely needed during a timed interval.
  • FIG. 4 One specific exemplary timing-based control scheme is shown in FIG. 4. Unlike conventional arrangements in which one trap is maintained offline during the entire absorption cycle of the other trap, the control scheme demonstrated in FIG. 4 allows for both traps to be maintained online for predetermined periods of time thereby increasing the N0 ⁇ absorption capability of the system. To do so, the regeneration cycle of the NO ⁇ traps 84, 86 are staggered in a manner which allows for both traps NO ⁇ traps 84, 86 to absorb N0 ⁇ during a majority of the time during operation of the engine 82.
  • both N0 ⁇ traps 84, 86 absorb N0 ⁇ during sixty seconds of a given interval of seventy seconds.
  • the process may begin with the right N0 ⁇ trap 84 being maintained offline for regeneration for a predetermined period of time (e.g., five seconds) as shown by the arrow labeled tl.
  • a predetermined period of time e.g., five seconds
  • the entire flow exhaust gas is advanced through the left N0 ⁇ trap 86.
  • the left NO ⁇ trap 86 is maintained offline for regeneration for a predetermined period of time (e.g., five seconds) as shown by the arrow labeled t2.
  • the entire flow exhaust gas is advanced through the right N0 ⁇ trap 84.
  • the left NOx trap 86 is put back online to absorb N0 ⁇ in tandem with the right N0 ⁇ trap 84 for a predetermined period of time (e.g., sixty-five seconds) until the right N0 ⁇ trap 84 is again taken offline for regeneration and the cycle repeats as shown by the arrow labeled t3.
  • the duration of the periods of time noted above are exemplary in nature, and may be varied to fit the needs of a given system.
  • one trap is maintained offline for the entire absorption cycle of the other trap.
  • the two traps are toggled with the saturated trap going offline for the entire absorption cycle of the other trap.
  • a N0 ⁇ trap may have a regeneration cycle of around five seconds and an absorption cycle (i.e., time to saturation) of around thirty seconds. This means that the offline trap is regenerated, and then merely “waiting" for twenty- five seconds out of every thirty second cycle.
  • the absorption cycle of each trap can be extended to, for example, seventy seconds (versus thirty seconds), and in some cases, upwards of ninety seconds. This is due to the other trap sharing some of the work of N0 ⁇ absorption. Another benefit is that the exhaust gas velocity is lowered since the flow is shared by both traps.
  • the diverter valve 88 includes a valve housing 164 having a valve chamber 166 defined therein. Note that in FIG. 5, all but a small portion of the top plate 172 of the valve housing 164 has been cut away for clarity of view into the valve chamber 166.
  • the exhaust gas inlet 108, the regenerating fluid inlet 148, the right outlet 114, and the left outlet 120 are also defined in the valve housing 164.
  • each of the inlets and outlets associated with the diverter valve 88 are exemplary embodied as an orifice defined in the walls of the valve housing 164, it should be appreciated that any or all of such inlets and outlets may, alternatively, be embodied to include a tube, coupling assembly, or other structure which extends through the wall of the housing 164.
  • the fluid lines 112, 118, 124, and 150 are secured to the valve housing 164 such that fluids conducted therein may be advanced into or out of the valve chamber 166 thereby fluidly coupling the valve chamber 166 to a particular component.
  • one end of the fluid line 112 (shown as a pipe in FIG. 5) extends through the exhaust gas inlet 108 of the valve housing 164 thereby fluidly coupling the valve chamber 166 to the exhaust manifold 110 of the engine 82.
  • An end of the fluid line 118 (shown as a pipe in FIG.
  • a valve member 168 in the form of a movable plate or "flap" is positioned in the valve chamber 166.
  • the flap 168 is movable between a number of valve positions to selectively divert both exhaust gas from the engine 82 and reformate gas from the fuel reformer 12 to either one of the NO ⁇ traps 84, 86.
  • the flap 168 is positionable to direct engine exhaust gas to one or both of the NO ⁇ traps 84, 86 (i.e., the "online” trap(s)) while directing reformate gas from the fuel reformer 12 to the one of the NO ⁇ traps 84, 86 (i.e., the "offline” trap).
  • the flap 168 diverts engine exhaust gas to the right N0 ⁇ trap 84, while also diverting reformate gas from the fuel reformer 12 to the left N0 ⁇ trap 86.
  • the flap 168 fluidly couples the exhaust gas inlet 108 to the right outlet 114, but fluidly isolates the exhaust gas inlet 108 from the left outlet 120.
  • the flap 168 also fluidly couples the regenerating fluid inlet 148 to the left outlet 120, but fluidly isolates the regenerating fluid inlet 148 from the right outlet 114.
  • the flap 168 diverts engine exhaust gas to the left N0 ⁇ trap 86, while also diverting reformate gas from the fuel reformer 12 to the right N0 ⁇ trap 84. Specifically, when positioned in the valve position of FIG. 7, the flap 168 fluidly couples the exhaust gas inlet 108 to the left outlet 120, but fluidly isolates the exhaust gas inlet 108 from the right outlet 114. When positioned in the valve position of FIG. 7, the flap 168 also fluidly couples the regenerating fluid inlet 148 to the right outlet 114, but fluidly isolates the regenerating fluid inlet 148 from the left outlet 120.
  • the flap 168 splits or otherwise diverts the flow engine exhaust gas between both the N0 ⁇ traps 84, 86. Specifically, when positioned in the valve position of FIG. 8, the flap 168 fluidly couples the exhaust gas inlet 108 to both the right outlet 114 and the left outlet 120. When positioned in the valve position of FIG. 8, the flap 168 also fluidly couples the regenerating fluid inlet 148 to both the right outlet 114 and the left outlet 120.
  • the fuel reformer 12 may be idled or otherwise operated to not supply reformate gas to the valve 88 when the flap 168 is positioned in the valve position shown in FIG. 8.
  • the diverter valve 88 also includes a valve actuator 170 which, as alluded to above, is electrically coupled to the control unit 16 via the signal line 152. As such, the position of the diverter valve 88 is under the control of the control unit 16. As a result, the control unit 16, amongst its other functions, may selectively direct the flow of exhaust gas from the engine 82 and reformate gas from the plasma fuel reformer 12 to either the right NO x trap 84 or the left NO x trap 86 (or both). Specifically, the control unit 16 may generate control signals on the signal line 152 which cause the valve actuator 170 to selectively position the flap 168 in either the valve positions of FIG. 6-8.
  • the valve actuator 170 may be embodied as any type of electrically-controlled actuator for moving the flap 168 in such a manner. For example, the valve actuator may be embodied as a linear solenoid or a stepper motor.
  • diverter valve 88 is herein described as a three position, other control configurations of the diverter valve 88 are also contemplated.
  • a variable flow configuration is also contemplated in which a desired amount of engine exhaust gas may be directed through the offline trap 84, 86 and/or a desired amount of reformate gas may be directed through the online trap 84, 86.
  • the components of the diverter valve 88 may be constructed with any type of material suitable for withstanding the operating conditions to which the valve
  • the components of the diverter valve 88 may be constructed with any of the 300-series or 400-series stainless steels.
  • the components of the diverter valve 88 may be constructed with either "304" stainless steel or "409" stainless steel.
  • the components of the diverter valve 88 may also be constructed with other materials such as ceramic coated metals or the like.
  • the system 210 utilizes a number of the same components as the system 10. Like reference numerals are used for like components.
  • Exhaust gas containing NO x is advanced through a catalyst 212.
  • the catalyst 212 may be embodied as a substrate having a precious metal or other type of catalytic material disposed thereon. Such a substrate may be constructed of ceramic, metal, or other suitable material.
  • the catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials.
  • the output from the catalyst 212 is then advanced through an SCR catalyst 214.
  • the SCR catalyst 214 may be embodied as a conventional urea SCR catalyst.
  • the output from the plasma fuel reformer 12 (i.e., reformate gas containing hydrogen) is advanced into an inlet of the catalyst 212.
  • This arrangement allows for the conversion of NO ⁇ to N 2 at the various operating temperatures of the system.
  • the catalyst 212 catalyzes a reaction which converts the hydrogen in the reformate gas and some of the N0 ⁇ in the exhaust stream into ammonia (NH 3 ) and water.
  • the ammonia is then subsequently used by the SCR catalyst 214 to convert the remaining NO ⁇ into N 2 .
  • use of the catalyst 212 allows for the onboard production of ammonia for use as a reductant fluid for the SCR catalyst 214 thereby eliminating the need for urea storage.
  • both the operating parameters of the plasma fuel reformer 12 and the design of the catalyst 212 may be configured to produce ammonia and NOx in a desired ratio.
  • a conventional SCR catalyst efficiently converts NO ⁇ when the ratio OfNH 3 to NO ⁇ is —1:1.
  • Operation of the plasma fuel reformer 12 and the design of the catalyst 212 may be configured such that NO ⁇ and NH 3 exit the catalyst 212 in such a ratio.
  • the catalyst 212 catalyzes a reaction which converts the hydrogen in the reformate gas and the N0 ⁇ in the exhaust stream into nitrogen (N 2 ) and water. In essence, at operating temperatures below 200 0 C, the catalyst 212 functions as a hydrogen-SCR catalyst.
  • transition temperature identified above i.e., 200 0 C
  • the specific transition temperature identified above is exemplary in nature, and is largely based on the type of catalytic material(s) utilized in the construction of the catalyst 212.
  • a transition temperature i.e., 200 0 C
  • Other catalytic materials may produce different transition temperatures.
  • the transition temperature of a catalyst constructed with palladium catalytic material or a rhodium may be around 23O 0 C.
  • the gas composition of the reformate gas may also affect the transition temperature of the catalyst.
  • FIGS. 16 and 17 there is shown another emission abatement system 250.
  • the system 250 utilizes a number of the same components as the systems 10, 210.
  • Like reference numerals are used for like components.
  • the chemical references in FIGS. 16 and 17 are not intended to connote specific chemical reactions (i.e., they are not balanced (or even unbalanced) chemical equations), but rather are used merely to show some of the reactants going into a particular catalyst and some of the products coming out of the catalyst.
  • the single ammonia-generating catalyst 212 has been replaced with a pair of catalysts - an oxidation catalyst 252 and a lean- NO ⁇ /ammonia ⁇ generating catalyst 254.
  • the two catalysts 252, 254 may be disposed on the same structure, e.g., the same substrate.
  • the oxidation catalyst 252 may be embodied as any type of precious metal oxidation catalyst such as platinum catalyst or palladium catalyst.
  • One such oxidation catalyst is a commercially available diesel oxidation catalyst.
  • the lean-NO ⁇ /ammonia-generating catalyst 254 may be embodied as any type of catalyst which, as described in more detail below, functions as a lean NO ⁇ catalyst that converts N0 ⁇ to N 2 under certain temperature conditions and an ammonia generating catalyst under others. Examples of such catalysts are found in the following articles, the entirety of each of which is hereby incorporated by reference: (1) Optimal promotion by rubidium of the NO+CO Reaction over Pt/g- AI 2 O 3 Catalysts. Michalis Konsolakis, Iannis V.
  • Exhaust gas containing NO ⁇ is advanced through the DOC catalyst 252 and the lean NO ⁇ /ammonia generating catalyst 254.
  • the output from the catalysts 252, 254 is then advanced through the SCR catalyst 214.
  • the output from the plasma fuel reformer 12 (i.e., reformate gas containing H 2 and CO) is advanced into an inlet of the catalyst 252.
  • This arrangement allows for the conversion of NO ⁇ to N 2 at the various operating temperatures of the system.
  • the catalysts 252, 254 catalyze a reaction which converts the hydrogen in the reformate gas and some of the NO ⁇ in the exhaust stream into ammonia (NH 3 ) and water.
  • NH 3 ammonia
  • some NO is oxidized to NO 2
  • CO is oxidized to CO 2 by the DOC catalyst 252. These reactions consume some of the free O 2 in the exhaust gas.
  • a portion of the remaining N0 ⁇ is converted to NH 3 by the lean-NO ⁇ /ammonia- generating catalyst 254.
  • the dosage of reformate gas provided the plasma fuel reformer 12 is controlled such that NOx and NH 3 exit the catalyst 254 in the desired ⁇ 1 : 1 ratio.
  • the NH 3 is then subsequently used by the SCR catalyst 214 to convert the remaining N0 ⁇ into N 2 .
  • use of the catalysts 252, 254 allow for the onboard production of ammonia for use as a reductant fluid for the SCR catalyst 214 thereby eliminating the need for urea storage.
  • the catalysts 252, 254 catalyze a reaction which converts the hydrogen in the reformate gas and the NO ⁇ in the exhaust stream into nitrogen (N 2 ) and water.
  • N 2 nitrogen
  • the DOC catalyst 252 some NO is oxidized to NO 2 and CO is oxidized to CO 2 by the DOC catalyst 252.
  • the H 2 supplied by the plasma fuel reformer 12 reacts with NO and NO 2 in the lean-NO ⁇ /ammonia-generating catalyst 254 to form N 2 using the principles of lean N0 ⁇ catalysis or hydrogen-SCR.
  • the SCR catalyst 214 acts as a pass through catalyst (i.e., without any chemical participation).
  • the dosage of reformate gas provided the plasma fuel reformer 12 is controlled such that not all of the N0 ⁇ is converted to NH 3 so that enough NO ⁇ remains for reaction with the NH 3 in the SCR catalyst 214 (i.e., for conversion into N 2 ).
  • the specific temperature ranges identified above in which the production of ammonia begins is exemplary in nature, and is largely based on the type of catalytic material(s) utilized in the construction of the catalysts. Other catalytic materials may produce different temperature ranges. It should also be appreciated that the gas composition of the reformate gas may also affect the temperature ranges.
  • the position of the oxidation catalyst 252 may be altered based on the desired reaction products. For example, in certain embodiments, it may be desirable to convert NO to NO 2 upstream of the lean- NO ⁇ /ammonia-generating catalyst 254, but it may not be necessary, or even desirable, to convert CO to CO 2 . In such a case, the oxidation catalyst 252 would be positioned upstream of the point at which reformate gas from the plasma fuel reformer 12 is introduced into the system (i.e., reformate gas is not advanced through the oxidation catalyst 252). This may be done based on the type of lean-NO ⁇ /ammonia-generating catalyst 254 being used.
  • lean-NO ⁇ /ammonia-generating catalysts such as those that are palladium-based
  • other types of lean-NO ⁇ /ammonia-generating catalysts such as those that are platinum-based, are inhibited by the presence of CO.
  • the oxidation catalyst 252 may be embodied as two separate catalysts.
  • one of such catalysts is positioned upstream of the point at which reformate gas from the plasma fuel reformer 12 is introduced into the system (i.e., reformate gas would not be advanced through the first catalyst) to convert NO in the exhaust gas to NO 2 .
  • the other of such catalysts is positioned downstream of the point at which reformate gas from the plasma fuel reformer 12 is introduced into the system (i.e., reformate gas is advanced through the second catalyst).
  • the second catalyst may be embodied as a CO oxidation catalyst such as the PiZAl 2 O 3 or PtZCe x Zr x-I O 2 catalysts described in The Journal of Catalysis, Volume 225, Issue 2, 25 July 2004, Pages 259-266, the entirety of which is hereby incorporated by reference.
  • the second catalyst will remove CO while preserving or enhancing the H 2 concentration of the reformate gas.
  • a water/gas shift catalyst may be utilized upstream of the lean-NO ⁇ /ammonia- generating catalyst 254.
  • CO will react with H 2 O in the water/gas shift catalyst to form H 2 and CO 2 .
  • This is particularly useful in cases where the lean-NO ⁇ /arnmonia-generating catalyst 254 is inhibited by CO.
  • FIG. 18 there is shown another emission abatement system 260. Note that the system 260 utilizes a number of the same components as the systems 10, 210, 250. Like reference numerals are used for like components.
  • the exhaust gas flow is split into two parallel flow paths 262, 264 such that approximately 50% of the exhaust gas flows through the ammonia generating catalyst 254 and the other 50% is bypassed around the ammonia generating catalyst 254.
  • the exhaust gas flow is split at a point downstream of the
  • the DOC catalyst 252 converts NO to NO 2 and CO to CO 2 which enhances operation of the ammonia generating catalyst 254 by removing O 2 from the exhaust gas.
  • the DOC catalyst 252 may be omitted.
  • the plasma fuel reformer 12 introduces reformate gas into the flow path containing the ammonia generating catalyst 254 (i.e., the flow path 262).
  • the ammonia generating catalyst 254 i.e., the flow path 262
  • any number of fluid lines such as pipes, tubes, or the like are utilized to create the various flow paths.
  • ammonia generation is desired at all temperatures, and the hydrogen-SCR function at low temperatures is not needed.
  • the formulation of the catalyst 254 may be adjusted accordingly.
  • a relatively high ammonia conversion efficiency is desired so that the NH 3 leaving the first parallel flow path 262 and the NO ⁇ leaving the second parallel flow path 264 are near the desired ⁇ 1:1 ratio.
  • a flow diverter valve 256 may be used to adjust the ratio of the exhaust gas flowing through each of the flow paths 262, 264. In this way, desired ammonia conversion efficiency may be provided. In other words, the position of the valve 256 may be controlled to produce a desired amount OfNH 3 while also allowing a desired amount of NO ⁇ to reach the SCR catalyst 214 by virtue of bypassing the ammonia generating catalyst 254. In lieu of the point where the two flow paths are split, the valve 256 may also be positioned at the point where the two flow paths are recombined.
  • a water/gas shift catalyst may be utilized upstream of the ammonia generating catalyst 254.
  • CO will react with H 2 O in the water/gas shift catalyst to form H 2 and CO 2 .
  • a CO oxidation catalyst may be utilized upstream of the lean-NO ⁇ /ammonia-generating catalyst 254 to remove CO.
  • the SCR catalyst 214 generally has some ammonia storage capacity. As a result, during periods when excess NH 3 is made, such excess may be stored. During deficient periods, stored NH 3 can be utilized so that desired efficiency is obtained under diverse conditions. Moreover, the ammonia generation catalyst 254 can optionally have
  • NO ⁇ storage components or a NO ⁇ adsorber catalyst can be used as the ammonia generation catalyst in certain embodiments.
  • some adsorbed NO ⁇ can be desorbed and utilized for NH 3 production.
  • excess NO ⁇ may be stored.
  • FIGS. 11-15 there is shown a number of systems in which the plasma fuel reformer 12 is being utilized for combustion enhancement.
  • the gas produced by the plasma fuel reformer 12 is supplied to the intake of an internal combustion engine such as an HCCI engine. Indeed, research and calculations suggest that auto ignition of fuel can be enhanced by the addition of a small amount of partially reformed fuel molecules to the air/fuel mixture.
  • partially reformed fuels have been shown to alter the temperature requirements for successful combustion in HCCI engines.
  • molecules such as oxygenated hydrocarbons are particularly desirable partially reformed fuels.
  • oxygenated hydrocarbons include Acetaldehyde, Propenal, Butanal, and Butanone.
  • methods for using the plasma fuel reformer 12 to attain these partially reformed molecules there are a number of methods for using the plasma fuel reformer 12 to attain these partially reformed molecules.
  • the plasma fuel reformer 12 may be used in conjunction with a heat exchanger 310.
  • thermal energy could be removed from the hot H 2 and CO mixture as it exits the plasma fuel reformer 12.
  • This thermal energy may be used to heat an ultra lean mixture of air and fuel that is in a reservoir 312 that is remote from the fuel reformer 12. If the lean air/fuel mixture is heated to temperatures near 300 0 C, the fuel will begin to break up and be partially reformed.
  • the air/fuel ratio of the ultra lean mixture may be >25.
  • FIG. 12 Another way to attain partially reformed molecules is shown in FIG. 12.
  • the reactions within the plasma fuel reformer 12 are quenched before they go to completion (i.e., before the H 2 and CO is produced in large quantities).
  • a heat exchanger 314 or some other device is used to quickly cool the gasses as they leave the fuel reformer 12 thereby freezing the chemistry in such a way that the fuel molecule remains primarily intact or is only slightly reformed.
  • This arrangement differs from the arrangement of FIG. 11 in that the normal operation of the fuel reformer 12 is altered in order to manipulate the chemical composition of the gasses as they leave the reformer.
  • FIG. 13 Another arrangement for attaining partially reformed molecules is shown in FIG. 13. Computations suggest that the reformate gas exiting a normally operating fuel reformer 12 contains a small amount of partially reformed fuel fragments.
  • the hydrogen and CO, which inhibit auto ignition, may be separated from the partially reformed fuel molecules which help enable auto ignition by use of a separator 316 positioned downstream of the fuel reformer 12. This would allow for a wide amount of control over the effective octane number of a fuel.
  • Hydrogen and CO could be added to the intake of an engine when a high octane fuel is required. Partially reformed fuel could be added to the intake of the engine when auto ignition may be beneficial.
  • the magnitude of the power supplied to the plasma fuel reformer may be reduced to initiate a small number of reactions in the plasma fuel reformer system without allowing for enough initial energy release to trip the reaction into full fuel reforming.
  • full fuel reforming i.e., the production of significant quantities of H 2 and CO
  • Oxygenated hydrocarbons may be generated at lower power levels in the range of, for example, 25-100W.
  • a stoichiometric mixture of air and fuel is processed in the fuel reformer 12 to generate a large amount of heat (carbon dioxide and water would also be generated).
  • This high temperature mixture may then be directed into a mixing chamber 318 along with an ultra lean mixture of air and some secondary fuel which is at a very low temperature (room temperature).
  • room temperature a very low temperature
  • the resulting temperature of the final mixture may be controlled to a temperature of about 300 0 C. This mixture will begin to react, thus reforming the fuel.
  • This method allows for control over the temperature of the mixture, which also allows for control over the amount of the secondary fuel that reforms.
  • the diverter valve 88 is herein described in regard to the directing of engine exhaust gas, along with a regenerating fluid in the form of reformate gas from a fuel reformer, it should be appreciated that the valve 88 may be used in regard to other types of regenerating fluids.
  • the diverter valve 88 may be used to direct regenerating fluids in the form of reductant gases which originate from sources other than onboard reformers such as tanks or other storage devices.
  • the diverter valve 88 may also be used to direct regenerating fluids in forms other than gases.
  • the diverter valve 88 may be used to direct regenerating fluids in the form of liquid hydrocarbon fuels.
  • the diverter valve 88 may be used to direct regenerating fluid in the form of untreated diesel fuel.
  • the untreated diesel fuel may be injected into the valve 88 (e.g., through the regenerating fluid inlet 148) by use of a fliel injector assembly (including a fuel injector assembly that atomizes the diesel fuel prior to or during injection thereof).

Abstract

L'invention concerne un ensemble réduction des émissions qui comprend un reformeur de combustible amenant le gaz reformé vers un catalyseur. Les gaz d'échappement provenant d'un moteur à combustion interne traversent le catalyseur et sont dirigés vers un catalyseur SCR en aval.
PCT/US2006/008586 2005-03-10 2006-03-10 Systemes et procedes de reduction des emissions WO2006099130A2 (fr)

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US20090260350A1 (en) * 2008-04-18 2009-10-22 Leslie Bromberg Enhanced aftertreatment apparatus regeneration using spatially controlled hydrogen-rich gas
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