WO2018094420A1 - Internal combustion engine aftertreatment heating loop - Google Patents
Internal combustion engine aftertreatment heating loop Download PDFInfo
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- WO2018094420A1 WO2018094420A1 PCT/US2017/062908 US2017062908W WO2018094420A1 WO 2018094420 A1 WO2018094420 A1 WO 2018094420A1 US 2017062908 W US2017062908 W US 2017062908W WO 2018094420 A1 WO2018094420 A1 WO 2018094420A1
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- heating loop
- engine
- loop segment
- exhaust
- fuel
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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
- F01N3/2013—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating using electric or magnetic heating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N11/00—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity
- F01N11/002—Monitoring or diagnostic devices for exhaust-gas treatment apparatus, e.g. for catalytic activity the diagnostic devices measuring or estimating temperature or pressure in, or downstream of the exhaust apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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
- F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
- F01N3/106—Auxiliary oxidation catalysts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—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]
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/367—Software therefor, e.g. for battery testing using modelling or look-up tables
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
- G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
- G01R31/36—Arrangements for testing, measuring or monitoring the electrical condition of accumulators or electric batteries, e.g. capacity or state of charge [SoC]
- G01R31/382—Arrangements for monitoring battery or accumulator variables, e.g. SoC
- G01R31/3842—Arrangements for monitoring battery or accumulator variables, e.g. SoC combining voltage and current measurements
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q30/00—Commerce
- G06Q30/06—Buying, selling or leasing transactions
- G06Q30/0645—Rental transactions; Leasing transactions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M7/00—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway
- B60M7/003—Power lines or rails specially adapted for electrically-propelled vehicles of special types, e.g. suspension tramway, ropeway, underground railway for vehicles using stored power (e.g. charging stations)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
- F01N2560/06—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being a temperature sensor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/02—Adding substances to exhaust gases the substance being ammonia or urea
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N2610/00—Adding substances to exhaust gases
- F01N2610/14—Arrangements for the supply of substances, e.g. conduits
- F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the first portion of the background relates to the challenges of engine aftertreatment system operation at low exhaust temperatures.
- One of the findings from the blended aftertreatment system (BATS) program in North Carolina was that exhaust gas temperatures where the Urea is injected and vaporized needs to be 220°C for early stage dissociation, but the overall SCR system and bulk exhaust gas temps could be cooler in the 165°C range and the SCR system still had good NOx reduction efficiency at low loads and air flows.
- This system is not specific to just SCR systems that require UREA dosing. It would work for any exhaust aftertreatment system that is challenged to reduce emissions at low exhaust temperatures, including an OC by itself or in series with an SCR.
- the first challenge of a heating loop would be to induce the correct portion of the total exhaust gas mass to go through the separate loop.
- the simplest technique would be to use the main exhaust gasses kinetic energy to drive the portion of exhaust gas through the loop.
- an inlet could be facing into the exhaust flow using ram air pressure to drive exhaust into the loop.
- the outlet could be directed in the direction of the main exhaust gas flow causing a low pressure region at the loop exit and further increasing the flow of exhaust gases drawn into and through the heating loop.
- the ram inlet and lower exit pressure would generate all of the heating loop flow that is required. Any additional flow that is not moved by these pressure differences that is needed could be generated in a simple fashion using an air amplifier similar to that disclosed in US4046492. Compressed air is a readily available source to drive an air amplifier. Trucks, locomotives, busses and many other heavy-duty engine applications typically have compressed air supplies to operate the air brakes on the vehicle. Air amplifiers (a type of jet pump) are simple and low maintenance. The only moving part would be an air flow control mechanism, typically a solenoid that is controlling reasonably low pressure (likely 100-150psi) and near ambient temperature air.
- the pressurized air flow to the air amplifier can be manipulated by using more than one solenoid to control the pressurized air flow or pulsing one or more solenoids at varying duty cycles to vary the amount of additional exhaust gases that the air amplifier draws into the heating loop.
- the preturbine pressurized exhaust gas supply flow or pressure could be manipulated with a valve that controls flow rate. Because valves that operate at these high temperatures can be problematic, in a preferred embodiment the pressurized exhaust gas supply would be controlled by a fixed orifice with no moving parts.
- one variation could be an orifice that varies with temperature using the premise of thermal expansion. This could be with a bimetallic spring that when heated moves into position to restrict the orifice. While technically a moving part, a bimetallic spring system could be designed that had no rubbing parts such as a bearing that over time would wear and change its characteristics.
- the preferred embodiment would have the flow control orifice be the actual jet nozzle where the compressed exhaust gas is mixed with the heating loop exhaust gases.
- the fixed orifice is actually a continuous radial gap between two radial faces of almost touching parts.
- this gap is set to .004 inch and is adjustable by turning the threaded body parts in relation to each other.
- These two parts could be designed in such a way that this gap was closed up at higher temperatures that would correspond to higher engine loads and higher turbine boost pressure. If one part was made from stainless steel and one from carbon steel, the stainless part would grow in length 1.5 times that of the steel part thereby changing the gap distance.
- the natural gas injector could also be used to drive an air amplifier. This would have the secondary benefit of also helping to evenly mix the air and fuel if the air amplifier has a continuous radial gap for an orifice like the Nex Flow PN 30003TS.
- a natural gas-powered air amplifier would both improve mixing and get the benefit of recycling the energy used to compress the natural gas, it likely will still need an additional compressed air powered air amplifier to both increase and control the amount of exhaust gas flowing through the heating loop.
- a conventional burner with a flame holder and ignition system could be used to drive the OC temperature up to that needed for light off and continuous catalytic combustion.
- the supply pressure of natural gas to the natural gas injector could be manipulated to control the heat rate of both the preheater and the catalytic combustion system.
- the flame holder system should only need an ignition source to start combustions.
- One method to switch from combustion at the flame holder to combustion at the catalyst system is to temporarily turn off the natural gas supply to the heating loop and keep it off long enough to extinguish the flame at the flame holder but then turn the natural gas fuel back on soon enough that the OC is still hot enough to light off and maintain continuous catalytic combustion.
- the heating loop system should not need to increase flow capacity at higher loads as the main engine exhaust temperature should become high enough to keep the after treatment operating, in this case the air amplifiers and fuel injection for the heating loop can be turned off.
- Exhaust gas heating can also be used in the main exhaust system.
- high efficiency engines are able to operate at lower and lower exhaust temperatures, two problems are becoming apparent.
- Putting an OC upstream of the turbocharger has been investigated in prior art but at the time found not practical. What would be an improvement over a heating loop as proposed above could be a pre-turbine and after treatment system.
- the preferred embodiment would be a natural gas engine with a pre turbine after treatment system that has both OC substrates and SCR substrates.
- the turbocharger could be electrified. This will greatly accelerate engine response and increase engine efficiency by eliminating the need for a waste gate and capturing as much energy as possible with the exhaust turbine. For more efficiency a second electrically driven compressor can be used in series with the turbocharger.
- the heaters in this system could use a burner at first until the OC substrates reach light off temperature and then turn off the gas supply momentarily to extinguish the burner flame so that the combustion then starts up again and continues in the OC downstream of that burner.
- Fig. 1 is a side view of a turbocharged engine with an aftertreatment system including a heating loop.
- Fig. 2 is a side view of a normally aspirated engine with an aftertreatment system including a heating loop.
- Fig. 3 is a preferred embodiment for a turbocharged diesel engine with an SCR aftertreatment system.
- Fig. 4 is a block diagram of a control system with its sensors and valves.
- Blended Aftertreatment System As described in US 9,752,481, incorporated herein by reference, a BATS system reduces the NOx emissions from the mixed exhaust of two engines in a single larger SCR assembly using only one UREA injection point into the exhaust of the smaller engine.
- Gaseous Fuel The predominant gaseous fuel used in internal combustion engines is natural gas consisting mostly of methane, but with minor modifications these engines could consume any gaseous fuel including but not limited to propane, natural gas and hydrogen. In this document the term natural gas and gaseous fuel are used interchangeably.
- Hydrocarbon (HC) Emissions resulting from incomplete combustion of fuel and engine lube oil.
- Main Charge The air fuel mixture in the main combustion chamber space between the piston top and the cylinder head. If an opposed piston engine, this would be the space between the opposed piston faces.
- PM Particulate Matter
- PM Particulate Matter
- It could include both diesel soot PM that is considered toxic in California or the type of PM created by the consumption and combustion of lube oil from an engine. While still considered PM as a criteria emission, the PM from lube oil consumption is considered less toxic than diesel soot.
- Reductant In active NOx reductions systems like a Selective Catalytic Reduction (SCR) system, a reductant is mixed with the hot exhaust gases and is chemically processed by the catalyst system along with the exhaust gasses to reduce NOx emissions to N2 and water.
- Diesel Exhaust Fluid (DEF) is currently the most common reductant for SCR systems in mobile applications. DEF is actually a mixture of 32.5% UREA and 67.5% water. Once injected into the engine the DEF is first vaporized, and then the UREA crystals are decomposed into ammonia and C02 molecules. It is the ammonia particles that the SCR catalyst uses to reduce NOx into N2 and water.
- SCR systems can be used on heat engines burning any kind of fuel so the DEF term can be misleading, in Germany DEF falls under the trademark AdBlue. DEF is also frequently called UREA for short. In some instances ammonia gas is extracted from some other system and injected directly into the exhaust flow as a gas before the exhaust and ammonia mixture reaches the SCR catalysts.
- the reductant injected into any aftertreatment device that actively reduces NOx will typically be referred to as UREA.
- SCR will be used to identify any active NOx reduction system that uses a reductant.
- FIG. 1 is a side view of a turbocharged medium speed engine with a heating loop.
- Exhaust Manifold 3 is on top of engine 1 and routes pressurized exhaust gases into turbocharger 2.
- Main exhaust duct 4 routes the exhaust gases from turbocharger 2 into aftertreatement 5. After the exhaust gases are treated in aftertreatment 5 they exit the engine system through main exhaust outlet 20.
- Aftertreatment 5 may contain OC substrates, SCR substrates or a combination of both. If an aftertreatment 5 system contains both types of substrates it is controlled in the same manner as a system with only SCR substrates.
- Heating loop inlet 6 extracts a portion of exhaust gases from main exhaust duct 4 and directs it through heater loop 7. Once the portion of exhaust gases have been processed through all the devices along heater loop piping 7 they are then injected back into the main exhaust duct 4 through heater loop exit 8.
- Air amplifier EP 10 will be fed pressurized exhaust gas sourced from exhaust manifold 3 to assist drawing more exhaust gas into heater loop piping 7.
- Air Amplifier CA 11 is driven by compressed air from an external source somewhere in the vehicle. This could be supplied by an engine driven air compressor that supplies air to the air brake system.
- Electric preheater 12 is used to increase the temperature of the portion of exhaust gases to a point that the OC 15 will light off and burn the fuel and lean exhaust gas mixture. Electric preheater 12 would typically only be used with a fuel other than methane that has a lower ignition temperature, diesel fuel would be the most appropriate fuel for use with electric preheater 12. Fuel injector 13 is used to inject fuel into the heating loop 7.
- Fuel burner 14 is used typically for gaseous fuels like methane that have very high ignition temperatures that are not reasonable for use of an electric preheater 12. Fuel burner 14 will likely incorporate a flame holder and ignition system to start combustion. OC 15 is where flameless combustion will occur once the heating loop 7 is at operating temperature.
- Temperature sensor 16 is the parameter that a control system will monitor to determine the system status and determine when to inject fuel, how much fuel to inject and when to transition from fuel burner 14 to OC 15 to catalytically burn the injected fuel at the highest efficiency at lowest emissions.
- Gaseous fuel can be injected at any time, but diesel fuel should only be injected after the portion of exhaust gas flow has been preheated by electric preheater 12 to a threshold temperature that will cause light off of OC 15. After light off, the temperature sensor 16 will monitor the exit temperature of OC 15 and that temperature will be used to determine if more or less fuel should be injected by fuel injector 13 to achieve the target temperature in the heating loop 7.
- the temperature sensor 16 will be the last device that heating loop 7 is equipped with and the now heated portion of exhaust gases would be then injected through heating loop exit 8 back into the main exhaust duct 4.
- UREA injector 17 is used to inject UREA into heating loop 7.
- Temperature sensor 19 will be used to measure the temperature of the portion of exhaust gas that was first heated and then cooled by injecting UREA into it. With an SCR function temperature sensor 19 becomes the parameter that is used to determine fuel flow through fuel injector 13 to maintain a target temperature at the exit of heating loop 7. In some embodiments, if a temperature sensor 19 is installed, the temperature sensor 16 after OC 15 can be eliminated.
- Fig. 2 is a side view of a normally aspirated medium speed engine with a heating loop.
- Figure 2 has all the same components and functionality as Figure 1 except that turbo main exhaust duct 4' connects exhaust manifold 3 directly to aftertreatment 5 and turbo 3 and the exhaust pressure driven air amplifier EP 10 have been deleted. Because air amplifier EP 10 has been deleted, the compressed air driven air amplifier CA 11 may have to provide more motive force to induce enough exhaust gas flow through heating loop 7
- Fig. 3 is the preferred embodiment of a medium speed turbocharged diesel engine with and SCR aftertreatment system and simplified heating loop.
- Exhaust Manifold 3 is on top of engine 1 and routes pressurized exhaust gases into turbocharger 2.
- Main exhaust duct 4 routes the exhaust gases from turbocharger 2 into aftertreatement 5. After the exhaust gases are treated in aftertreatment 5 they exit the engine system through main exhaust outlet 20.
- Heating loop inlet 6 extracts a portion of exhaust gases from main exhaust duct 4 and directs it through heater loop 7. Once the portion of exhaust gases have been processed through all the devices along heater loop piping 7 they are then injected back into the main exhaust duct 4 through heater loop exit 8.
- Air amplifier EP 10 will be fed pressurized exhaust gas sourced from exhaust manifold 3 to assist drawing more exhaust gas into heater loop piping 7.
- Electric preheater 12 is used to increase the temperature of the portion of exhaust gases to a point that the OC 15 will light off and burn the diesel fuel and lean exhaust gas mixture.
- Fuel injector 13 is used to inject diesel fuel into the heating loop 7. OC 15 is where flameless combustion will occur once the heating loop 7 is at operating temperature.
- Temperature sensor 19 is the parameter that a control system will monitor to determine the system status and determine when to inject fuel and how much fuel to inject. Diesel fuel should only be injected after the portion of exhaust gas flow has been preheated by electric preheater 12 to a threshold temperature that will cause light off of OC 15. After light off temperature sensor 19 will monitor the exit temperature of OC 15 and that temperature will be used to determine if more or less fuel should be injected by fuel injectorl3 to achieve the target temperature in the heating loop 7. Once OC 15 is at temperature and catalytically combusting the injected fuel, electric preheater 12 can be turned down or off.
- UREA injector 17 is used to inject UREA into heating loop 7. As more UREA is injected through injector 17, temperature sensor 19 will detect a dropping temperature in heating loop 7 and the control system will command more fuel be injected through injector 13 to bring the heating loop exhaust gas exit temperature back up to its target temperature.
- Fig. 4 is a bock diagram of a simplified control system for a heating loop 7.
- Controller unit 30 is electrically connected to various sensors and control valves.
- Temp sensor 31 will read the exhaust exit temperature from heating loop 7 and depending on its control mode with control the amount of fuel flowing through injector 3.
- This fuel flow can be controlled by valve 32 which could be an on or off solenoid valve that is modulated to control the flow rate of fuel to injector 13 or this control valve 32 could be an integral part of injector 13.
- Control solenoide 33 will control the flow of electricity to electric preheater 12 if the system is so equipped. This electric current flow could be controlled by several different electrical devices ranging from a simple switch to a PWM controlled transistor module.
- Control valve 34 regulates the supply of compressed air to an air amplifier CA 11 if the system is so equipped. It may be a simple on off valve with one setting , it can also be PWM controlled to linearly regulate flow.
- Control valve 35 will control UREA flow to UREA injector 17. This could be a solenoid valve that modulates flow or a pumping system of some sort that provides a metered amount of UREA.
- Controller 30 may have its own table of engine operating parameters, but it most likely will be in communication with a master controller that will send it engine load information and updated operating parameters such as heating loop 7 target exhaust temperature. Any of these control valves or solenoids could be physically integrated into control 30 without changing its functionality. Controller unit 30 itself could be integrated into another controller that controls other devices and even the entire engine system or vehicle.
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- Accounting & Taxation (AREA)
- Materials Engineering (AREA)
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- Marketing (AREA)
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- Exhaust Gas After Treatment (AREA)
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA3051492A CA3051492A1 (en) | 2016-11-21 | 2017-11-21 | Internal combustion engine aftertreatment heating loop |
CN201780084153.0A CN110268144A (zh) | 2016-11-21 | 2017-11-21 | 内燃机后处理加热回路 |
US15/820,389 US20180142595A1 (en) | 2016-11-21 | 2017-11-21 | Internal Combustion Engine Aftertreatment Heating Loop |
PCT/US2017/062908 WO2018094420A1 (en) | 2016-11-21 | 2017-11-21 | Internal combustion engine aftertreatment heating loop |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US201662424914P | 2016-11-21 | 2016-11-21 | |
US62/424,914 | 2016-11-21 | ||
PCT/US2017/062908 WO2018094420A1 (en) | 2016-11-21 | 2017-11-21 | Internal combustion engine aftertreatment heating loop |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2018094420A1 true WO2018094420A1 (en) | 2018-05-24 |
Family
ID=69528055
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/US2017/062908 WO2018094420A1 (en) | 2016-11-21 | 2017-11-21 | Internal combustion engine aftertreatment heating loop |
Country Status (4)
Country | Link |
---|---|
US (1) | US20180142595A1 (zh) |
CN (1) | CN110268144A (zh) |
CA (1) | CA3051492A1 (zh) |
WO (1) | WO2018094420A1 (zh) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11814995B2 (en) | 2019-11-26 | 2023-11-14 | Cummins Inc. | Engine aftertreatment recycling apparatus, and system and method using same |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US12000321B1 (en) * | 2023-02-22 | 2024-06-04 | Caterpillar Inc. | Systems and methods to reduce methane emissions associated with a lean-burn natural gas engine |
Citations (4)
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US6651422B1 (en) * | 1998-08-24 | 2003-11-25 | Legare Joseph E. | Catalyst efficiency detection and heating method using cyclic fuel control |
US20130167622A1 (en) * | 2009-12-21 | 2013-07-04 | Wema System | Quality Sensor Apparatus |
US20140260217A1 (en) * | 2013-03-15 | 2014-09-18 | David Cook | Locomotive and transit system efficiency and emissions improvements |
US20150075137A1 (en) * | 2013-09-18 | 2015-03-19 | Robin Crawford | Catalytic converter structures with induction heating |
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US5328354A (en) * | 1993-03-23 | 1994-07-12 | Mg Industries | Incinerator with auxiliary gas evacuation system |
DE4408826C1 (de) * | 1994-03-16 | 1995-05-24 | Mtu Friedrichshafen Gmbh | Abgasanlage mit Wärmetauscher |
SG196794A1 (en) * | 2005-12-19 | 2014-02-13 | Leseman Davis Llc | Method and apparatus for manipulating and diluting internal combustion exhaust gases |
DE102007061005A1 (de) * | 2007-12-18 | 2009-06-25 | Man Nutzfahrzeuge Ag | Verfahren zur Verbesserung der Hydrolyse eines Reduktionsmittels in einem Abgasnachbehandlungssystem |
DE102008032492A1 (de) * | 2008-07-05 | 2010-01-07 | Daimler Ag | Turbinengehäuse für einen Abgasturbolader einer Brennkraftmaschine |
GB2488083B (en) * | 2009-12-10 | 2016-01-20 | Cummins Ip Inc | Apparatus, System, and method for catalyst presence detection |
US9784157B2 (en) * | 2010-03-25 | 2017-10-10 | General Electric Company | System and method for exhaust treatment |
JP5720119B2 (ja) * | 2010-05-28 | 2015-05-20 | いすゞ自動車株式会社 | 内燃機関の排気ガス浄化装置 |
US8776509B2 (en) * | 2011-03-09 | 2014-07-15 | Tenneco Automotive Operating Company Inc. | Tri-flow exhaust treatment device with reductant mixing tube |
US20130186132A1 (en) * | 2012-01-25 | 2013-07-25 | Istvan Banszky | System and Method of Capturing, Processing and Utilizing Stranded Natural Gas |
BR112015011998A2 (pt) * | 2012-11-30 | 2017-07-11 | Johnson Matthey Plc | artigo catalisador, método e sistema para o tratamento de um gás de emissão, e, método para preparar um artigo catalisador |
US8991163B2 (en) * | 2013-02-27 | 2015-03-31 | Tenneco Automotive Operating Company Inc. | Burner with air-assisted fuel nozzle and vaporizing ignition system |
KR101445038B1 (ko) * | 2013-06-28 | 2014-09-26 | 두산엔진주식회사 | 선택적 촉매 환원 및 촉매 재생 시스템 |
-
2017
- 2017-11-21 WO PCT/US2017/062908 patent/WO2018094420A1/en active Application Filing
- 2017-11-21 CA CA3051492A patent/CA3051492A1/en not_active Abandoned
- 2017-11-21 US US15/820,389 patent/US20180142595A1/en not_active Abandoned
- 2017-11-21 CN CN201780084153.0A patent/CN110268144A/zh active Pending
Patent Citations (4)
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US6651422B1 (en) * | 1998-08-24 | 2003-11-25 | Legare Joseph E. | Catalyst efficiency detection and heating method using cyclic fuel control |
US20130167622A1 (en) * | 2009-12-21 | 2013-07-04 | Wema System | Quality Sensor Apparatus |
US20140260217A1 (en) * | 2013-03-15 | 2014-09-18 | David Cook | Locomotive and transit system efficiency and emissions improvements |
US20150075137A1 (en) * | 2013-09-18 | 2015-03-19 | Robin Crawford | Catalytic converter structures with induction heating |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11814995B2 (en) | 2019-11-26 | 2023-11-14 | Cummins Inc. | Engine aftertreatment recycling apparatus, and system and method using same |
Also Published As
Publication number | Publication date |
---|---|
CN110268144A (zh) | 2019-09-20 |
CA3051492A1 (en) | 2018-05-24 |
US20180142595A1 (en) | 2018-05-24 |
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