WO2012123636A1 - Method for operating an engine, exhaust system and oxidation catalyst - Google Patents

Method for operating an engine, exhaust system and oxidation catalyst Download PDF

Info

Publication number
WO2012123636A1
WO2012123636A1 PCT/FI2012/050233 FI2012050233W WO2012123636A1 WO 2012123636 A1 WO2012123636 A1 WO 2012123636A1 FI 2012050233 W FI2012050233 W FI 2012050233W WO 2012123636 A1 WO2012123636 A1 WO 2012123636A1
Authority
WO
WIPO (PCT)
Prior art keywords
oxidation catalyst
catalyst
exhaust system
exhaust
turbocharger
Prior art date
Application number
PCT/FI2012/050233
Other languages
French (fr)
Inventor
Göran Hellén
Arto JÄRVI
Eirik Linde
Tero Raikio
Klaus Widjeskog
Original Assignee
Wärtsilä Finland Oy
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wärtsilä Finland Oy filed Critical Wärtsilä Finland Oy
Priority to KR1020137026885A priority Critical patent/KR101892773B1/en
Priority to CN201280013203.3A priority patent/CN103477044B/en
Priority to EP12713200.9A priority patent/EP2686530B1/en
Publication of WO2012123636A1 publication Critical patent/WO2012123636A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—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
    • F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
    • F01N3/2033—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using a fuel burner or introducing fuel into exhaust duct
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
    • F01N3/36—Arrangements for supply of additional fuel
    • 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 invention relates to a method for operating an internal combustion engine according to the preamble of claim 1.
  • the invention also concerns an exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine, as defined in the preambles of other independent claims.
  • Hydrocarbon emissions from lean burn gas engines are typically relatively high com- pared to those of other types of engines.
  • the emitted hydrocarbons consist mainly of unburned fuel, which is in case of natural gas primarily methane. Since methane is a strong greenhouse gas, there is a need to reduce methane emissions.
  • Methane emissions can be reduced to some extent by re-optimizing the lean burn com- bustion process, but typically at the expense of increased fuel consumption and NOx and CO emissions. Methane emissions can also be reduced by an oxidation catalyst.
  • an oxidation catalyst works only when the exhaust gas temperature is high enough, i.e. approximately 500 °C. The exhaust gas temperature after the engine is typically too low, often around 400 °C, for oxidation of methane. Before the turbine of the turbocharger, however, the temperature level is higher enabling oxidation of methane in an oxidation catalyst.
  • An oxidation catalyst deactivates during use and must be regenerated from time to time. Especially sulfur causes fast deactivation of the catalyst material.
  • Regeneration of the oxidation catalyst is done by introducing fuel into the exhaust duct of the engine upstream from the oxidation catalyst. When the fuel burns, it raises the exhaust temperature enabling regeneration of the oxidation catalyst. Typically temperature of approximately 650-750 °C is needed for the regeneration.
  • a problem is that the maximum temperature and speed the turbine of the turbocharger can stand are limited due to me- chanical constraints. The maximum temperature for the turbine is typically 620-650 °C. The speed limit depends on the size and type of the turbocharger. When the oxidation catalyst is arranged upstream from the turbine of the turbocharger, there is a risk that the turbocharger is damaged during regeneration of the oxidation catalyst.
  • the object of the present invention is to provide an improved method for operating an internal combustion engine.
  • the characterizing features of the method according to the present invention are given in the characterizing part of claim 1.
  • Other objects of the present invention are to provide an improved exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine.
  • gaseous fuel is introduced into an oxidation catalyst sequentially in different locations for regenerating part of the oxidation catalyst at a time.
  • An exhaust system according to the present invention comprises a turbocharger and an oxidation catalyst, the oxidation catalyst comprising means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst.
  • An oxidation catalyst according to the present invention comprises a casing, at least one catalyst element that is arranged inside the casing, and means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst.
  • the fuel is introduced sequentially in different locations inside the oxidation catalyst, the exhaust temperature downstream from the oxidation catalyst during the regeneration can be kept lower. This reduces the risk that the turbocharger damages due to too high exhaust temperature or rotation speed of the turbocharger.
  • the fuel in the method for operating an internal combustion engine, is introduced into compartments that are located upstream from a catalyst element of the oxidation catalyst. The compartments direct the fuel flow more accurately to a certain part of the oxidation catalyst and enable better temperature control.
  • exhaust gases from the engine are mixed by means of a mixing device after the catalyst element of the oxidation catalyst.
  • a mixing device that is arranged downstream from the catalyst element ensures that the exhaust gas part flows are mixed before entering the turbine of the turbocharger and temperature gradients are minimized.
  • water is introduced into the exhaust duct between the oxidation catalyst and the turbine of the turbocharger for reducing exhaust gas temperature before the turbocharger. With water injection into the exhaust duct, exhaust temperature can be further decreased.
  • exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger is monitored, and the water injection is performed when a predetermined exhaust gas temperature is exceeded.
  • the rotation speed of the turbocharger is monitored, and the water injection is performed when a predetermined rotation speed is exceeded.
  • the water injection can be limited to situations where there is a real risk of excessive temperature and/or rotation speed.
  • methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the concentration exceeds a predetermined limit. With the hydrocarbon concentration monitoring the degree of deactivation of the oxidation catalyst can be determined accurately.
  • temperature difference over the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the temperature difference drops below a predetermined value. This is an alternative way to determine deactivation of the oxidation catalyst.
  • the oxidation catalyst comprises at least one partition wall that is arranged upstream from the catalyst element for dividing the oxidation catalyst into at least two compartments, and each compartment comprises means for introducing gaseous fuel.
  • the oxidation catalyst comprises a plurality of catalyst elements, and one compartment is arranged upstream from each of the catalyst elements.
  • the partition wall extends between the catalyst elements. If separate catalyst elements are arranged in each compartment, the fuel flows can be directed accurately to each catalyst element. Effective regeneration and minimum temperature increase can thus be achieved.
  • a mixing device is arranged down- stream from the oxidation catalyst for mixing exhaust gases from the engine.
  • the exhaust system comprises means for introducing water into the exhaust duct downstream from the oxidation catalyst.
  • the exhaust system comprises means for measuring exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger. According to another embodiment of the invention, the exhaust system comprises means for measuring the rotation speed of the turbocharger.
  • the exhaust system comprises means for measuring methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst.
  • the exhaust system comprises means for measuring temperature difference over the oxidation catalyst.
  • Fig. 1 shows schematically a turbocharged internal combustion engine with an oxidation catalyst.
  • Fig. 2 shows an oxidation catalyst
  • Fig. 3 shows a cross-sectional view of the oxidation catalyst of Fig. 2.
  • Fig. 4 shows part of another oxidation catalyst.
  • Fig. 5 shows a cross-sectional view of the oxidation catalyst of Fig. 4.
  • FIG 1 is shown an internal combustion engine 1 that can be operated on gaseous fuel.
  • the engine 1 is a dual- fuel engine, which can also be operated on liquid fuel.
  • the engine 1 could also be a gas engine that is operated only on gaseous fuel.
  • Liquid pilot fuel can be used in the engine 1 for igniting the gaseous fuel.
  • the intake air of the engine 1 is pressurized by a turbocharger 2.
  • the turbocharger 2 comprises a turbine 2a that is connected to the exhaust duct 4 of the en- gine 1 and a compressor 2b that is connected to the intake duct 5.
  • An oxidation catalyst 3 is arranged between the engine 1 and the turbine 2a of the turbocharger 2 for reducing carbon monoxide (CO) and hydrocarbon (HC) emissions, especially methane emissions of the engine 1.
  • CO carbon monoxide
  • HC hydrocarbon
  • noble metals such as platinum or palladium, act as catalyst allowing oxidation of CO and HC by residual oxygen of the exhaust gas- es.
  • the catalyst material is arranged on a support structure to form at least one catalyst element 18, as shown in figure 2.
  • the catalyst element is arranged inside a casing 19.
  • the engine 1 is provided with a fuel duct 12 for introducing gas into the oxidation catalyst 3 upstream from the catalyst element 18.
  • the fuel duct 12 comprises a fuel valve 13 for controlling the admission of the gas.
  • the fuel valve 13 is a regulating valve that allows adjustment of the fuel flow.
  • the walls 22, 23 divide the space inside the oxidation catalyst 3 upstream from the catalyst element 18 into four compartments 20a-20d.
  • Each of the compartments 20a-20d is provided with a fuel injection nozzle 21a-21d.
  • the oxidation catalyst 3 is not divided into compartments 20a-20d, but is only provided with nozzles 21a-21d that are arranged in different locations inside the oxidation catalyst 3 and directed towards different parts of the catalyst element 18.
  • the fuel injection nozzles 21a-21d are connected to the fuel duct 12.
  • Each fuel injection nozzle 21a-21d can be controlled independently.
  • Each compartment 20a-20d can also be provided with a plurality of nozzles.
  • a static mixer 25 is arranged downstream from the oxidation catalyst 3. Alterna- tively, the static mixer 25 could be arranged inside the oxidation catalyst 25 downstream from the catalyst element 18.
  • FIGS 4 and 5 is shown an oxidation catalyst 3 according to another embodiment of the invention.
  • the space inside the oxidation catalyst 3 is divided by partition walls 22, 23, 24 into eight compartments 20a-20h.
  • the oxidation catalyst 3 comprises eight separate catalyst elements 18a-18h, and one of the catalyst elements 18a-18h is arranged in each compartment 20a-20h.
  • Each of the compartments 20a-20h is provided with a fuel injection nozzle 21a-21h.
  • the fuel injection nozzles 21a-21h are connected to the fuel duct 12.
  • Each fuel injection nozzle 21a-21h can be controlled in- dependently.
  • a water duct 14 is arranged to supply water into the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2.
  • the water duct 14 is provided with a water valve 15 for controlling the admission of water.
  • the water valve 15 is a regulating valve that allows adjustment of the water flow.
  • the engine 1 also comprises a by-pass duct 6, through which the exhaust gases can be guided past the oxidation catalyst 3.
  • the inlet of the by-pass duct 6 is connected to the ex- haust duct 4 between the engine 1 and the oxidation catalyst 3.
  • the outlet of the by-pass duct 6 is connected to the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2.
  • the by-pass duct 6 is provided with a by-pass valve 7 for controlling the exhaust gas flow through the duct 6.
  • the exhaust duct 4 is provided with an isolation valve 17 that is arranged between the inlet of the by-pass duct 6 and the oxidation catalyst 3.
  • the engine 1 is provided with temperature sensors for measuring exhaust gas temperature at different locations.
  • a first temperature sensor 9 is located in the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 and downstream from the water duct 14.
  • a second temperature sensor 10 is arranged to measure the temperature in the oxidation catalyst 3. Alternatively, the second sensor 10 could also be arranged to measure the temperature immediately after the oxidation catalyst 3, i.e. between the oxidation catalyst 3 and the water duct 14.
  • a third temperature sensor 11 is located in the exhaust duct 4 between the engine 1 and the oxidation catalyst 3.
  • the engine 1 is also provided with a gas sensor 26 that measures hydrocarbon concentration in the exhaust gas.
  • the gas sensor 26 is located downstream from the oxidation catalyst 3.
  • the temperature data from the sensors 9, 10, 11 and the gas concentration data from the gas sensor 26 is received in a control unit 8.
  • the exhaust gases from the engine 1 normally flow through the oxidation catalyst 3, where unburned hydrocarbons and CO are oxidized by the residual oxygen in the exhaust gases.
  • the condition of the oxidation catalyst 3 is monitored for detecting deactivation of the oxidation catalyst 3. Monitoring can be done by measuring the concentration of methane or the total concentration of hydrocarbons downstream from the oxidation catalyst 3.
  • hydrocarbon concentration is monitored by a gas sensor 26 that is arranged downstream from the turbocharger 2.
  • the limit value for the allowed hydrocarbon concentration can depend on the engine load and speed and other operating conditions.
  • the need for regeneration can be determined by monitoring temperature difference over the oxidation catalyst 3.
  • the difference between the temperatures measured by the first temperature sensor 9 downstream from the oxidation catalyst 3 and the third temperature sensor 11 between the engine 1 and the oxidation catalyst 3 is high, it is an indication of proper functioning of the oxidation catalyst 3.
  • the temperature difference over the oxidation catalyst 3 is low, it is an indication of deactivation of the oxidation catalyst 3.
  • the need for regeneration can be detected. The limit value can depend on the engine load and speed and other operating conditions.
  • Fuel is injected sequentially through the nozzles 21a-21h into the compartments 20a-20h. In the embodiment of figures 2 and 3, only part of the catalyst element 18 is thus regenerated at a time. In the embodiment of figures 4 and 5, only one of the separate catalyst elements 18a-18h is regenerated at a time. Fuel can also be injected into two or more compartments 20a-20h at the same time, if the exhaust temperature allows. Sequential fuel injection enables exhaust temperature that is high enough to regenerate the oxidation catalyst 3, but helps to keep the exhaust temperature after the oxidation catalyst 3 lower and prevents thus damaging of the turbocharger 2.
  • a static mixer 25 is arranged downstream from the oxidation catalyst 3, effective mixing of the exhaust gas part flows that are at different temperatures is ensured.
  • the required number of the compartments 20a-20h depends on the temperature and rotation speed limits of the turbo- charger 2. With a higher number of the compartments 20a-20h, the exhaust gas temper- ature and the rotation speed of the turbocharger 2 can be kept lower. If the turbocharger 2 can stand high temperatures and rotation speeds, two compartments might suffice.
  • the normal exhaust gas temperature inside the oxidation catalyst 3 might be too low for oxidation.
  • fuel can be introduced into the oxidation catalyst 3.
  • the second temperature sensor 10 is used for controlling the temperature inside the oxidation catalyst 3. If the temperature is below a certain limit value, gaseous fuel is introduced into the oxidation catalyst 3 through the fuel duct 12 for increasing the tempera- ture inside the oxidation catalyst 3.
  • the injected fuel helps to start up (“ignite") methane combustion process in the oxidation catalyst 3.
  • Fuel injection might also be needed to keep the temperature high enough for the methane combustion process, especially when the catalyst is partly deactivated. Temperature of approximately 500 °C is needed for the oxidation of methane.
  • the exhaust gas temperature before the turbocharger 2 is continuously monitored by the first temperature sensor 9.
  • the rotation speed of the turbocharger 2 is monitored by a rotation speed sensor 16 to ensure that the allowed maximum speed is not exceeded. If the exhaust gas temperature and/or the rotation speed exceed predetermined first limit values, water injection into the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 is started.
  • the limit value for the exhaust temperature is typically set at 620-650 °C.
  • the limit value for the rotation speed depends on the type and size of the turbocharger 2. Alternatively, or in addition, water injection can be started every time when the oxidation catalyst 3 is regenerated. Water injection is continued until the exhaust gas temperature and the rotation speed of the turbocharger 2 drop below second limit values that are set below the first limit values.
  • the exhaust gases are guided into the bypass duct 6 by opening the by-pass valve 7 and closing the isolation valve 17. Since the oxidation catalyst 3 is very sensitive to sulfur, even exhaust gases of low-sulfur fuel would deactivate the oxidation catalyst 3 quickly. By using the by-pass duct 6 for pass- ing the oxidation catalyst 3, the need for the regeneration of the catalyst 3 can be reduced.
  • the engine might comprise two turbochargers connected in series.
  • the oxidation catalyst can be arranged between the engine and the first turbocharger in the direction of the exhaust gas flow.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Toxicology (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Supercharger (AREA)

Abstract

A method for operating a turbocharged internal combustion engine (1), in which method gaseous fuel is introduced into an oxidation catalyst (3) sequentially in different locations for regenerating part of the oxidation catalyst (3) at a time. The invention also concerns an exhaust system for an internal combustion engine (1)and an oxidation catalyst (3).

Description

Method for operating an engine, exhaust system and oxidation catalyst
Technical field of the invention
The present invention relates to a method for operating an internal combustion engine according to the preamble of claim 1. The invention also concerns an exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine, as defined in the preambles of other independent claims.
Background of the invention
Hydrocarbon emissions from lean burn gas engines are typically relatively high com- pared to those of other types of engines. The emitted hydrocarbons consist mainly of unburned fuel, which is in case of natural gas primarily methane. Since methane is a strong greenhouse gas, there is a need to reduce methane emissions.
Methane emissions can be reduced to some extent by re-optimizing the lean burn com- bustion process, but typically at the expense of increased fuel consumption and NOx and CO emissions. Methane emissions can also be reduced by an oxidation catalyst. However, an oxidation catalyst works only when the exhaust gas temperature is high enough, i.e. approximately 500 °C. The exhaust gas temperature after the engine is typically too low, often around 400 °C, for oxidation of methane. Before the turbine of the turbocharger, however, the temperature level is higher enabling oxidation of methane in an oxidation catalyst.
An oxidation catalyst deactivates during use and must be regenerated from time to time. Especially sulfur causes fast deactivation of the catalyst material. Regeneration of the oxidation catalyst is done by introducing fuel into the exhaust duct of the engine upstream from the oxidation catalyst. When the fuel burns, it raises the exhaust temperature enabling regeneration of the oxidation catalyst. Typically temperature of approximately 650-750 °C is needed for the regeneration. A problem is that the maximum temperature and speed the turbine of the turbocharger can stand are limited due to me- chanical constraints. The maximum temperature for the turbine is typically 620-650 °C. The speed limit depends on the size and type of the turbocharger. When the oxidation catalyst is arranged upstream from the turbine of the turbocharger, there is a risk that the turbocharger is damaged during regeneration of the oxidation catalyst.
Summary of the invention
The object of the present invention is to provide an improved method for operating an internal combustion engine. The characterizing features of the method according to the present invention are given in the characterizing part of claim 1. Other objects of the present invention are to provide an improved exhaust system for an internal combustion engine and an oxidation catalyst for an internal combustion engine.
According to the present invention, in the method for operating an internal combustion engine, gaseous fuel is introduced into an oxidation catalyst sequentially in different locations for regenerating part of the oxidation catalyst at a time. An exhaust system according to the present invention comprises a turbocharger and an oxidation catalyst, the oxidation catalyst comprising means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst. An oxidation catalyst according to the present invention comprises a casing, at least one catalyst element that is arranged inside the casing, and means for introducing gaseous fuel into the oxidation catalyst in at least two locations for enabling partial regeneration of the oxidation catalyst. When the fuel is introduced sequentially in different locations inside the oxidation catalyst, the exhaust temperature downstream from the oxidation catalyst during the regeneration can be kept lower. This reduces the risk that the turbocharger damages due to too high exhaust temperature or rotation speed of the turbocharger. According to an embodiment of the present invention, in the method for operating an internal combustion engine, the fuel is introduced into compartments that are located upstream from a catalyst element of the oxidation catalyst. The compartments direct the fuel flow more accurately to a certain part of the oxidation catalyst and enable better temperature control.
According to another embodiment of the invention, exhaust gases from the engine are mixed by means of a mixing device after the catalyst element of the oxidation catalyst. A mixing device that is arranged downstream from the catalyst element ensures that the exhaust gas part flows are mixed before entering the turbine of the turbocharger and temperature gradients are minimized. According to another embodiment of the invention, water is introduced into the exhaust duct between the oxidation catalyst and the turbine of the turbocharger for reducing exhaust gas temperature before the turbocharger. With water injection into the exhaust duct, exhaust temperature can be further decreased. According to another embodiment of the invention, exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger is monitored, and the water injection is performed when a predetermined exhaust gas temperature is exceeded. According to another embodiment of the invention, the rotation speed of the turbocharger is monitored, and the water injection is performed when a predetermined rotation speed is exceeded. By monitoring the exhaust temperature and the rotation speed of the turbocharger, the water injection can be limited to situations where there is a real risk of excessive temperature and/or rotation speed.
According to another embodiment of the invention, methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the concentration exceeds a predetermined limit. With the hydrocarbon concentration monitoring the degree of deactivation of the oxidation catalyst can be determined accurately. According to another embodiment of the invention, temperature difference over the oxidation catalyst is monitored, and the oxidation catalyst is regenerated when the temperature difference drops below a predetermined value. This is an alternative way to determine deactivation of the oxidation catalyst. According to an embodiment of the invention, the oxidation catalyst comprises at least one partition wall that is arranged upstream from the catalyst element for dividing the oxidation catalyst into at least two compartments, and each compartment comprises means for introducing gaseous fuel.
According to another embodiment of the invention, the oxidation catalyst comprises a plurality of catalyst elements, and one compartment is arranged upstream from each of the catalyst elements. According to another embodiment of the invention, the partition wall extends between the catalyst elements. If separate catalyst elements are arranged in each compartment, the fuel flows can be directed accurately to each catalyst element. Effective regeneration and minimum temperature increase can thus be achieved.
According to another embodiment of the invention, a mixing device is arranged down- stream from the oxidation catalyst for mixing exhaust gases from the engine.
According to another embodiment of the invention, the exhaust system comprises means for introducing water into the exhaust duct downstream from the oxidation catalyst.
According to another embodiment of the invention, the exhaust system comprises means for measuring exhaust gas temperature between the oxidation catalyst and the turbine of the turbocharger. According to another embodiment of the invention, the exhaust system comprises means for measuring the rotation speed of the turbocharger.
According to another embodiment of the invention, the exhaust system comprises means for measuring methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst.
According to another embodiment of the invention, the exhaust system comprises means for measuring temperature difference over the oxidation catalyst. Brief description of the drawings
Fig. 1 shows schematically a turbocharged internal combustion engine with an oxidation catalyst.
Fig. 2 shows an oxidation catalyst.
Fig. 3 shows a cross-sectional view of the oxidation catalyst of Fig. 2.
Fig. 4 shows part of another oxidation catalyst.
Fig. 5 shows a cross-sectional view of the oxidation catalyst of Fig. 4.
Detailed description of the invention
Embodiments of the invention are now described in more detail with reference to the accompanying drawings.
In figure 1 is shown an internal combustion engine 1 that can be operated on gaseous fuel. In the embodiment described here, the engine 1 is a dual- fuel engine, which can also be operated on liquid fuel. However, the engine 1 could also be a gas engine that is operated only on gaseous fuel. Liquid pilot fuel can be used in the engine 1 for igniting the gaseous fuel. The intake air of the engine 1 is pressurized by a turbocharger 2. The turbocharger 2 comprises a turbine 2a that is connected to the exhaust duct 4 of the en- gine 1 and a compressor 2b that is connected to the intake duct 5. An oxidation catalyst 3 is arranged between the engine 1 and the turbine 2a of the turbocharger 2 for reducing carbon monoxide (CO) and hydrocarbon (HC) emissions, especially methane emissions of the engine 1. In the oxidation catalyst 3 noble metals, such as platinum or palladium, act as catalyst allowing oxidation of CO and HC by residual oxygen of the exhaust gas- es. The catalyst material is arranged on a support structure to form at least one catalyst element 18, as shown in figure 2. The catalyst element is arranged inside a casing 19.
The engine 1 is provided with a fuel duct 12 for introducing gas into the oxidation catalyst 3 upstream from the catalyst element 18. The fuel duct 12 comprises a fuel valve 13 for controlling the admission of the gas. The fuel valve 13 is a regulating valve that allows adjustment of the fuel flow. By introducing fuel through the fuel duct 12 into the oxidation catalyst 3, temperature of the exhaust gases can be increased for regenerating the oxidation catalyst 3. Fuel can also be introduced into the oxidation catalyst 3 when the oxidation catalyst 3 is cold and/or when the catalyst is partly deactivated. This ensures proper functioning of the oxidation catalyst 3. The oxidation catalyst 3 of figures 2 and 3 is provided with partition walls 22, 23. The walls 22, 23 divide the space inside the oxidation catalyst 3 upstream from the catalyst element 18 into four compartments 20a-20d. Each of the compartments 20a-20d is provided with a fuel injection nozzle 21a-21d. It is also possible that the oxidation catalyst 3 is not divided into compartments 20a-20d, but is only provided with nozzles 21a-21d that are arranged in different locations inside the oxidation catalyst 3 and directed towards different parts of the catalyst element 18. The fuel injection nozzles 21a-21d are connected to the fuel duct 12. Each fuel injection nozzle 21a-21d can be controlled independently. Each compartment 20a-20d can also be provided with a plurality of nozzles. A static mixer 25 is arranged downstream from the oxidation catalyst 3. Alterna- tively, the static mixer 25 could be arranged inside the oxidation catalyst 25 downstream from the catalyst element 18.
In figures 4 and 5 is shown an oxidation catalyst 3 according to another embodiment of the invention. In this embodiment, the space inside the oxidation catalyst 3 is divided by partition walls 22, 23, 24 into eight compartments 20a-20h. The oxidation catalyst 3 comprises eight separate catalyst elements 18a-18h, and one of the catalyst elements 18a-18h is arranged in each compartment 20a-20h. Each of the compartments 20a-20h is provided with a fuel injection nozzle 21a-21h. The fuel injection nozzles 21a-21h are connected to the fuel duct 12. Each fuel injection nozzle 21a-21h can be controlled in- dependently.
Turning back to figure 1, a water duct 14 is arranged to supply water into the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2. The water duct 14 is provided with a water valve 15 for controlling the admission of water. The water valve 15 is a regulating valve that allows adjustment of the water flow. The engine 1 also comprises a by-pass duct 6, through which the exhaust gases can be guided past the oxidation catalyst 3. The inlet of the by-pass duct 6 is connected to the ex- haust duct 4 between the engine 1 and the oxidation catalyst 3. The outlet of the by-pass duct 6 is connected to the exhaust duct 4 between the oxidation catalyst 3 and the turbine 2a of the turbocharger 2. The by-pass duct 6 is provided with a by-pass valve 7 for controlling the exhaust gas flow through the duct 6. The exhaust duct 4 is provided with an isolation valve 17 that is arranged between the inlet of the by-pass duct 6 and the oxidation catalyst 3.
The engine 1 is provided with temperature sensors for measuring exhaust gas temperature at different locations. A first temperature sensor 9 is located in the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 and downstream from the water duct 14. A second temperature sensor 10 is arranged to measure the temperature in the oxidation catalyst 3. Alternatively, the second sensor 10 could also be arranged to measure the temperature immediately after the oxidation catalyst 3, i.e. between the oxidation catalyst 3 and the water duct 14. A third temperature sensor 11 is located in the exhaust duct 4 between the engine 1 and the oxidation catalyst 3. The engine 1 is also provided with a gas sensor 26 that measures hydrocarbon concentration in the exhaust gas. The gas sensor 26 is located downstream from the oxidation catalyst 3. The temperature data from the sensors 9, 10, 11 and the gas concentration data from the gas sensor 26 is received in a control unit 8.
When the engine 1 is operated on gaseous fuel, the exhaust gases from the engine 1 normally flow through the oxidation catalyst 3, where unburned hydrocarbons and CO are oxidized by the residual oxygen in the exhaust gases. The condition of the oxidation catalyst 3 is monitored for detecting deactivation of the oxidation catalyst 3. Monitoring can be done by measuring the concentration of methane or the total concentration of hydrocarbons downstream from the oxidation catalyst 3. In the embodiment of figure 1, hydrocarbon concentration is monitored by a gas sensor 26 that is arranged downstream from the turbocharger 2. When the hydrocarbon concentration in the exhaust gases exceeds a predetermined limit, it is an indication that the oxidation catalyst 3 needs regeneration. The limit value for the allowed hydrocarbon concentration can depend on the engine load and speed and other operating conditions. Instead of the gas sensor 26, the need for regeneration can be determined by monitoring temperature difference over the oxidation catalyst 3. When the difference between the temperatures measured by the first temperature sensor 9 downstream from the oxidation catalyst 3 and the third temperature sensor 11 between the engine 1 and the oxidation catalyst 3 is high, it is an indication of proper functioning of the oxidation catalyst 3. When the temperature difference over the oxidation catalyst 3 is low, it is an indication of deactivation of the oxidation catalyst 3. When the temperature difference drops below a predetermined limit value, the need for regeneration can be detected. The limit value can depend on the engine load and speed and other operating conditions. When it is detected that the oxidation catalyst 3 is deactivated, fuel is introduced into the oxidation catalyst 3 for increasing temperature inside the oxidation catalyst 3. Temperature of 650-750 °C is needed for regenerating the oxidation catalyst 3. Fuel is injected sequentially through the nozzles 21a-21h into the compartments 20a-20h. In the embodiment of figures 2 and 3, only part of the catalyst element 18 is thus regenerated at a time. In the embodiment of figures 4 and 5, only one of the separate catalyst elements 18a-18h is regenerated at a time. Fuel can also be injected into two or more compartments 20a-20h at the same time, if the exhaust temperature allows. Sequential fuel injection enables exhaust temperature that is high enough to regenerate the oxidation catalyst 3, but helps to keep the exhaust temperature after the oxidation catalyst 3 lower and prevents thus damaging of the turbocharger 2. If a static mixer 25 is arranged downstream from the oxidation catalyst 3, effective mixing of the exhaust gas part flows that are at different temperatures is ensured. The required number of the compartments 20a-20h depends on the temperature and rotation speed limits of the turbo- charger 2. With a higher number of the compartments 20a-20h, the exhaust gas temper- ature and the rotation speed of the turbocharger 2 can be kept lower. If the turbocharger 2 can stand high temperatures and rotation speeds, two compartments might suffice.
For instance when the oxidation catalyst 3 is cold and/or the catalyst is slightly deactivated, the normal exhaust gas temperature inside the oxidation catalyst 3 might be too low for oxidation. Also in this case, fuel can be introduced into the oxidation catalyst 3. The second temperature sensor 10 is used for controlling the temperature inside the oxidation catalyst 3. If the temperature is below a certain limit value, gaseous fuel is introduced into the oxidation catalyst 3 through the fuel duct 12 for increasing the tempera- ture inside the oxidation catalyst 3. The injected fuel helps to start up ("ignite") methane combustion process in the oxidation catalyst 3. Fuel injection might also be needed to keep the temperature high enough for the methane combustion process, especially when the catalyst is partly deactivated. Temperature of approximately 500 °C is needed for the oxidation of methane.
To ensure that the exhaust gas temperature before the turbocharger 2 does not exceed the maximum temperature that is allowed for the turbocharger 2, the exhaust gas temperature before the turbocharger 2 is continuously monitored by the first temperature sensor 9. Also the rotation speed of the turbocharger 2 is monitored by a rotation speed sensor 16 to ensure that the allowed maximum speed is not exceeded. If the exhaust gas temperature and/or the rotation speed exceed predetermined first limit values, water injection into the exhaust duct 4 upstream from the turbine 2a of the turbocharger 2 is started. The limit value for the exhaust temperature is typically set at 620-650 °C. The limit value for the rotation speed depends on the type and size of the turbocharger 2. Alternatively, or in addition, water injection can be started every time when the oxidation catalyst 3 is regenerated. Water injection is continued until the exhaust gas temperature and the rotation speed of the turbocharger 2 drop below second limit values that are set below the first limit values.
When the engine 1 is operated on liquid fuel, the exhaust gases are guided into the bypass duct 6 by opening the by-pass valve 7 and closing the isolation valve 17. Since the oxidation catalyst 3 is very sensitive to sulfur, even exhaust gases of low-sulfur fuel would deactivate the oxidation catalyst 3 quickly. By using the by-pass duct 6 for pass- ing the oxidation catalyst 3, the need for the regeneration of the catalyst 3 can be reduced.
It will be appreciated by a person skilled in the art that the invention is not limited to the embodiments described above, but may vary within the scope of the appended claims. For instance, the engine might comprise two turbochargers connected in series. In that case, the oxidation catalyst can be arranged between the engine and the first turbocharger in the direction of the exhaust gas flow.

Claims

Claims
1. A method for operating a turbocharged internal combustion engine (1), in which method gaseous fuel is introduced into an oxidation catalyst (3) for regenerating the oxidation catalyst (3), characterized in that the fuel is introduced into the oxidation catalyst (3) sequentially in different locations for regenerating part of the oxidation catalyst (3) at a time.
2. A method according to claim 1, characterized in that the fuel is introduced into compartments (20a-20h) that are located upstream from a catalyst element (18, 18 a- 18 h) of the oxidation catalyst (3 ) .
3. A method according to claim 1 or 2, characterized in that exhaust gases from the engine (1) are mixed by means of a mixing device (25) after the catalyst element (18, 18a-18h) of the oxidation catalyst (3).
4. A method according to any of claims 1-3, characterized in that water is introduced into the exhaust duct (4) between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) for reducing exhaust gas temperature before the turbocharger (2).
5. A method according to claim 4, characterized in that exhaust gas temperature between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2) is monitored, and the water injection is performed when a predetermined exhaust gas temperature is exceeded.
6. A method according to claim 4 or 5, characterized in that the rotation speed of the turbocharger (2) is monitored, and the water injection is performed when a predetermined rotation speed is exceeded.
7. A method according to any of the preceding claims, characterized in that me- thane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst (3) is monitored, and the oxidation catalyst (3) is regenerated when the concentration exceeds a predetermined limit.
8. A method according to any of claims 1-6, characterized in that temperature difference over the oxidation catalyst (3) is monitored, and the oxidation catalyst (3) is regenerated when the temperature difference drops below a predetermined value.
9. An exhaust system for an internal combustion engine (1), the exhaust system comprising a turbocharger (2) and an oxidation catalyst (3), which oxidation catalyst (3) comprises at least one catalyst element (18, 18a-18h), characterized in that the exhaust system further comprises means (21a-21h) for introducing gaseous fuel into the oxida- tion catalyst (3) in at least two locations for enabling partial regeneration of the oxidation catalyst (3).
10. An exhaust system according to claim 9, characterized in that the oxidation catalyst (3) comprises at least one partition wall (22, 23, 24) that is arranged upstream from the catalyst element (18) for dividing the oxidation catalyst (3) into at least two compartments (20a-20g), and each compartment (20a-20g) comprises means (21a-21h) for introducing gaseous fuel.
11. An exhaust system according to claim 9 or 10, characterized in that the oxida- tion catalyst (3) comprises a plurality of catalyst elements (18a-18h), and one compartment (20a-20h) is arranged upstream from each of the catalyst elements (18a-18h).
12. An exhaust system according to claim 11, characterized in that the partition wall (22, 23, 24) extends between the catalyst elements (18a-18h).
13. An exhaust system according to any of claims 9-12, characterized in that a mixing device (25) is arranged downstream from the oxidation catalyst (3) for mixing exhaust gases from the engine (1).
14. An exhaust system according to any of claims 9-13, characterized in that the exhaust system comprises means (14, 15) for introducing water into the exhaust duct (4) downstream from the oxidation catalyst (3).
15. An exhaust system according to any of claims 9-14, characterized in that the exhaust system comprises means (9) for measuring exhaust gas temperature between the oxidation catalyst (3) and the turbine (2a) of the turbocharger (2).
16. An exhaust system according to any of claims 9-15, characterized in that the exhaust system comprises means (16) for measuring the rotation speed of the turbo- charger (2).
17. An exhaust system according to any of claims 9-16, characterized in that the exhaust system comprises means (26) for measuring methane concentration or the total concentration of hydrocarbons downstream from the oxidation catalyst (3).
18. An exhaust system according to any of claims 9-17, characterized in that the exhaust system comprises means (9, 11) for measuring temperature difference over the oxidation catalyst (3).
19. An oxidation catalyst (3) for an internal combustion engine (1), the oxidation catalyst (3) comprising a casing (19) and at least one catalyst element (18, 18a-18h) that is arranged inside the casing (19), characterized in that the oxidation catalyst (3) comprises means (21a-21h) for introducing gaseous fuel into the oxidation catalyst (3) in at least two locations for enabling partial regeneration of the oxidation catalyst (3).
20. An oxidation catalyst (3) according to claim 19, characterized in that the oxida- tion catalyst (3) comprises at least one partition wall (22, 23, 24) that is arranged upstream from the catalyst element (18) for dividing the oxidation catalyst (3) into at least two compartments (20a-20g), and each compartment (20a-20g) comprises means (21a-21h) for introducing gaseous fuel.
21. An oxidation catalyst (3) according to claim 19 or 20, characterized in that the oxidation catalyst (3) comprises a plurality of catalyst elements (18a-18h), and one compartment (20a-20h) is arranged upstream from each of the catalyst elements (18a-18h).
22. An oxidation catalyst (3) according to claim 21, characterized in that the parti- tion wall (22, 23, 24) extends between the catalyst elements (18a-18h).
PCT/FI2012/050233 2011-03-14 2012-03-12 Method for operating an engine, exhaust system and oxidation catalyst WO2012123636A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR1020137026885A KR101892773B1 (en) 2011-03-14 2012-03-12 Method for operating an engine, exhaust system and oxidation catalyst
CN201280013203.3A CN103477044B (en) 2011-03-14 2012-03-12 For operating method and the gas extraction system of electromotor
EP12713200.9A EP2686530B1 (en) 2011-03-14 2012-03-12 Method for operating an engine, exhaust system and oxidation catalyst

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20115252A FI20115252A0 (en) 2011-03-14 2011-03-14 Process for operating an engine, exhaust system and oxidation catalyst
FI20115252 2011-03-14

Publications (1)

Publication Number Publication Date
WO2012123636A1 true WO2012123636A1 (en) 2012-09-20

Family

ID=43806462

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FI2012/050233 WO2012123636A1 (en) 2011-03-14 2012-03-12 Method for operating an engine, exhaust system and oxidation catalyst

Country Status (5)

Country Link
EP (1) EP2686530B1 (en)
KR (1) KR101892773B1 (en)
CN (1) CN103477044B (en)
FI (1) FI20115252A0 (en)
WO (1) WO2012123636A1 (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2955349A1 (en) 2014-06-12 2015-12-16 GE Jenbacher GmbH & Co. OG Method for operating a combustion engine and exhaust gas aftertreatment device of such combustion engine
EP2977576A1 (en) 2014-07-21 2016-01-27 GE Jenbacher GmbH & Co. OG Exhaust gas aftertreatment device
US9771892B2 (en) 2014-05-20 2017-09-26 Ge Jenbacher Gmbh & Co Og Method of starting up a thermoreactor
US10502119B2 (en) 2016-12-02 2019-12-10 Ge Global Sourcing Llc After treatment bypass for internal combustion engine during cold start and idle operation
EP3527795A4 (en) * 2016-10-13 2020-03-18 Kawasaki Jukogyo Kabushiki Kaisha Gas engine system
US10801381B2 (en) 2015-09-04 2020-10-13 Innio Jenbacher Gmbh & Co Og Exhaust gas after treatment device

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2942504B1 (en) * 2014-05-09 2018-11-07 Winterthur Gas & Diesel AG Reciprocating internal combustion engine and method for operating a reciprocating internal combustion engine
DE102014226675A1 (en) * 2014-12-19 2016-06-23 Robert Bosch Gmbh Method for monitoring a methane oxidation catalyst
US9879587B2 (en) * 2015-10-23 2018-01-30 GM Global Technology Operations LLC Diagnosing oxidation catalyst device with hydrocarbon storage
DE102020119056B4 (en) 2020-07-20 2023-06-07 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Internal combustion engine with water injection
JP2022172445A (en) * 2021-05-04 2022-11-16 ゼネラル・エレクトリック・カンパニイ Systems and methods for efficient detection of hazardous fuel gas leakage within gas turbine compartment
DE102021129852A1 (en) 2021-11-16 2023-05-17 Man Energy Solutions Se Exhaust aftertreatment system of an engine designed as a gas engine or dual-fuel engine, engine and method for operating the same

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002032552A1 (en) * 2000-10-17 2002-04-25 Robert Bosch Gmbh Exhaust gas cleaning system and method for cleaning exhaust gas
EP1421987A2 (en) * 2002-11-21 2004-05-26 Delphi Technologies, Inc. Method and system for regenerating nox adsorbers and/or particulate filters
US20060010857A1 (en) * 2004-07-14 2006-01-19 Eaton Corporation Hybrid catalyst system for exhaust emissions reduction

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4164634B2 (en) * 2002-01-17 2008-10-15 三菱ふそうトラック・バス株式会社 Exhaust gas purification device for internal combustion engine
JP2004132222A (en) * 2002-10-09 2004-04-30 Hino Motors Ltd Emission control device
DE202005001257U1 (en) * 2004-09-17 2005-04-07 Arvinmeritor Emissions Tech Exhaust system of a motor vehicle with diesel engine
US7571602B2 (en) * 2005-05-19 2009-08-11 Gm Global Technology Operations, Inc. Exhaust aftertreatment system and method of use for lean burn internal combustion engines
FI119949B (en) * 2005-09-16 2009-05-15 Waertsilae Finland Oy Method of a piston engine equipped with a turbocharger compressor device
JP4830870B2 (en) * 2007-01-26 2011-12-07 株式会社デンソー Control device for internal combustion engine

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002032552A1 (en) * 2000-10-17 2002-04-25 Robert Bosch Gmbh Exhaust gas cleaning system and method for cleaning exhaust gas
EP1421987A2 (en) * 2002-11-21 2004-05-26 Delphi Technologies, Inc. Method and system for regenerating nox adsorbers and/or particulate filters
US20060010857A1 (en) * 2004-07-14 2006-01-19 Eaton Corporation Hybrid catalyst system for exhaust emissions reduction

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9771892B2 (en) 2014-05-20 2017-09-26 Ge Jenbacher Gmbh & Co Og Method of starting up a thermoreactor
EP2955349A1 (en) 2014-06-12 2015-12-16 GE Jenbacher GmbH & Co. OG Method for operating a combustion engine and exhaust gas aftertreatment device of such combustion engine
US9574475B2 (en) 2014-06-12 2017-02-21 Ge Jenbacher Gmbh & Co., Og Method of operating an internal combustion engine
EP2977576A1 (en) 2014-07-21 2016-01-27 GE Jenbacher GmbH & Co. OG Exhaust gas aftertreatment device
US10458299B2 (en) 2014-07-21 2019-10-29 Innio Jenbacher Gmbh & Co Og Exhaust gas aftertreatment apparatus
US10801381B2 (en) 2015-09-04 2020-10-13 Innio Jenbacher Gmbh & Co Og Exhaust gas after treatment device
EP3527795A4 (en) * 2016-10-13 2020-03-18 Kawasaki Jukogyo Kabushiki Kaisha Gas engine system
US10502119B2 (en) 2016-12-02 2019-12-10 Ge Global Sourcing Llc After treatment bypass for internal combustion engine during cold start and idle operation

Also Published As

Publication number Publication date
EP2686530B1 (en) 2019-05-22
FI20115252A0 (en) 2011-03-14
KR101892773B1 (en) 2018-08-28
EP2686530A1 (en) 2014-01-22
CN103477044A (en) 2013-12-25
KR20140018918A (en) 2014-02-13
CN103477044B (en) 2016-09-21

Similar Documents

Publication Publication Date Title
EP2686530B1 (en) Method for operating an engine, exhaust system and oxidation catalyst
WO2012123634A1 (en) Operating method and exhaust system for an internal combustion engine
US8652410B2 (en) Control method and arrangement for selective catalytic reduction
CN102165157B (en) Method for operating an exhaust emission control system having a SCR-catalyst and an upstream oxidation catalyst exhaust emission control component
EP2516829B1 (en) Control of the common-rail pressure during the continuous regeneration of a catalyzed diesel particulate filter (dpf)
US8429899B2 (en) Target particulate matter filter regeneration and temperature control system
US9574475B2 (en) Method of operating an internal combustion engine
US9616387B2 (en) Exhaust gas treatment apparatus functionality check
JP5468263B2 (en) Air treatment system with aftertreatment
GB2418376A (en) A NOx-trap composition
US8505284B2 (en) Stratified particulate filter regeneration system
US9523974B2 (en) Method of controlling operation of an exhaust fluid treatment apparatus
EP2143919B1 (en) Particulate filter regeneration system
CN101970823B (en) Exhaust gas purifier
CN107407177B (en) The control device of internal combustion engine
EP2878777B1 (en) Fuel injector for diesel particulate filter
CN107250514A (en) Emission control system and its control method
JP5046727B2 (en) Method for detecting particulate matter in exhaust gas of internal combustion engine and method and apparatus for combustion control of internal combustion engine
WO2012137247A1 (en) Internal combustion engine equipped with burner apparatus
US6205775B1 (en) Exhaust gas recirculation control system
JP2009299652A (en) Control method and control device for internal combustion engine
CN102444493B (en) For protecting the particle sensor of parts, gas extraction system and the method for the turbocharged engine with ERG
JP5272512B2 (en) Exhaust bypass valve failure diagnosis device and failure diagnosis method
JP4747940B2 (en) Exhaust gas purification device for internal combustion engine
CN116348668A (en) Method for heating a catalytic converter

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 12713200

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 20137026885

Country of ref document: KR

Kind code of ref document: A