US20090049823A1 - Method and apparatus for operating an emission abatement system - Google Patents
Method and apparatus for operating an emission abatement system Download PDFInfo
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- US20090049823A1 US20090049823A1 US12/294,249 US29424907A US2009049823A1 US 20090049823 A1 US20090049823 A1 US 20090049823A1 US 29424907 A US29424907 A US 29424907A US 2009049823 A1 US2009049823 A1 US 2009049823A1
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- engine
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- fired burner
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N9/00—Electrical control of exhaust gas treating apparatus
- F01N9/002—Electrical control of exhaust gas treating apparatus of filter regeneration, e.g. detection of clogging
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
- F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
- F01N3/025—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust
- F01N3/0253—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using fuel burner or by adding fuel to exhaust adding fuel to exhaust gases
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/027—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus
- F02D41/029—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to purge or regenerate the exhaust gas treating apparatus the exhaust gas treating apparatus being a particulate filter
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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
- F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
- F01N2240/14—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a fuel burner
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0812—Particle filter loading
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D41/0007—Controlling intake air for control of turbo-charged or super-charged engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D41/0047—Controlling exhaust gas recirculation [EGR]
- F02D41/005—Controlling exhaust gas recirculation [EGR] according to engine operating conditions
- F02D41/0055—Special engine operating conditions, e.g. for regeneration of exhaust gas treatment apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
- F02D41/024—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus
- F02D41/025—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to increase temperature of the exhaust gas treating apparatus by changing the composition of the exhaust gas, e.g. for exothermic reaction on exhaust gas treating 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
A method for operating an emission abatement assembly (10) includes determining if a particulate filter (18) needs to be regenerated and adjusting the operation of an internal combustion engine (12) to increase oxygen content in exhaust gases generated by the engine (12) to generate heat in a fuel-fired burner (16) for combusting soot trapped in the particulate filter (18). An emission abatement assembly (10) is also disclosed.
Description
- The present disclosure relates generally to an emission abatement device, and more particularly to a method of operating an emission abatement device including a regeneration device for particulate filters.
- Untreated internal combustion engine emissions (e.g., diesel emissions) include various effluents such as NOX, hydrocarbons, and carbon monoxide, for example. Moreover, the untreated emissions from certain types of internal combustion engines, such as diesel engines, also include particulate carbon-based matter or “soot”. Federal regulations relating to soot emission standards are becoming more and more rigid thereby furthering the need for devices and/or methods which remove soot from engine emissions.
- The amount of soot released by an engine system can be reduced by the use of an emission abatement device such as a filter or trap. Such a filter or trap is periodically regenerated in order to remove the soot therefrom. The filter or trap may be regenerated by use of a burner to burn the soot trapped in the filter. The use of a burner to burn soot raises the temperatures of exhaust gases flowing through the engine system, which are eventually released into the atmosphere.
- According to one aspect of the disclosure, a method for operating an emission abatement system may include determining if a particulate filter needs to be regenerated and generating a signal in response thereto. In response to the generation of the signal, a operation of internal combustion engine may be adjusted to increase the oxygen content in exhaust gases generated by the engine. The exhaust gases may be advanced to a fuel-fired burner. Heat may be generated with the fuel-fired burner to combust soot trapped in a particulate filter.
- According to another aspect of the disclosure, an emission abatement assembly may comprise an internal combustion engine, a particulate filter, a fuel-fired burner, and a controller. The fuel-fired burner may be positioned upstream of the particulate filter. The controller may be electrically coupled to the internal combustion engine and the fuel-fired burner. The controller may comprise a processor and a memory device electrically coupled to the processor. The memory device have may have a plurality of instructions stored therein that may be executed by the processor. The execution of the instructions may cause the processor to determine if the particulate filter needs to be regenerated and generate a control signal in response thereto. The execution of the instructions may further cause the processor to adjust the operation of the internal combustion engine to increase the oxygen content in exhaust gases generated by the engine in response to the generation of the control signal. The execution of the instructions may also cause the processor to operate the fuel-fired burner to generate heat to combust soot trapped in the particulate filter in response to the generation of the control signal.
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FIG. 1 is a diagrammatical schematic of an exemplary embodiment of an emission abatement system. -
FIG. 2 is a diagrammatical schematic of another exemplary embodiment of an emission abatement system. -
FIG. 3 is a diagrammatical schematic of another exemplary embodiment of an emission abatement system. -
FIG. 4 is a diagrammatical schematic of another exemplary embodiment of an emission abatement system. - As will herein be described in more detail, an
emission abatement assembly 10 for use with an internal combustion engine, such as adiesel engine 12, includes asoot abatement assembly 14. As shown inFIG. 1 , thesoot abatement assembly 14 has a fuel-firedburner 16 and aparticulate filter 18, respectively. The fuel-firedburner 16 is positioned upstream (relative to exhaust gas flow from the engine represented by the arrows inFIG. 1 ) from theparticulate filter 18. During operation of theengine 12, exhaust gases flow through theparticulate filter 18 thereby trapping soot in thefilter 18. Treated exhaust gases are released into the atmosphere or directed to other downstream (relative to exhaust gas flow) emission abatement devices throughexhaust outlet 20. From time to time during operation of the engine, the fuel-firedburner 16 is selectively operated to regenerate theparticulate filter 18. - When operated, the fuel-fired
burner 16 receives a supply of fuel to produce a flame that heats exhaust gases flowing through anexhaust line 27. The heated exhaust gases are advanced downstream to theparticulate filter 18 and ignite the soot trapped therein. The fuel-firedburner 16 must sustain a flame capable of heating the exhaust gases flowing therethrough to a temperature high enough to ignite the soot in theparticulate filter 18. In order to achieve a sufficient temperature, the fuel-firedburner 16 requires a sufficient amount of oxygen for combustion, and thus the heating of the exhaust gases. However, exhaust gases produced by an engine such as theengine 12 during typical operation may not contain enough oxygen to allow the fuel-firedburner 16 to reach regeneration temperatures. Supplemental air supplies have been previously used, which may be configured along an exhaust path to provide air to a fuel-fired burner for combustion. However, the operation of theengine 12 may be adjusted by methods described herein to produce exhaust gases containing a sufficient amount of oxygen supplied to the fuel-firedburner 16 for regeneration of thefilter 18. Once the fuel-firedburner 16 is activated, it begins to produce heat. Such heat is directed downstream by the exhaust gases and into contact with the upstream face of theparticulate filter 18. The heat ignites and burns soot particles trapped in the filter substrate thereby regenerating theparticulate filter 18. - The
particulate filter 18 may be any type of commercially available particulate filter. For example, theparticulate filter 18 may be embodied as any known exhaust particulate filter such as a “deep bed” or “wall flow” filter. Deep bed filters may be embodied as metallic mesh filters, metallic or ceramic foam filters, ceramic fiber mesh filters, and the like. Wall flow filters, on the other hand, may be embodied as a cordierite or silicon carbide ceramic filter with alternating channels plugged at the front and rear of the filter thereby forcing the gas advancing therethrough into one channel, through the walls, and out another channel. Moreover, the filter substrate may be impregnated with a catalytic material such as, for example, a precious metal catalytic material. The catalytic material may be, for example, embodied as platinum, rhodium, palladium, including combinations thereof, along with any other similar catalytic materials. Use of a catalytic material lowers the temperature needed to ignite trapped soot particles. Illustratively, heat in the range of 600-650 degrees Celsius may be sufficient to regenerate a non-catalyzed filter, whereas heat in the range of 300-350 degrees Celsius may be sufficient to regenerate a catalyzed filter. - In one exemplary embodiment, regeneration of the
particulate filter 18 may take only a few minutes. Moreover, it should be appreciated that regeneration of theparticulate filter 18 may be self-sustaining once initiated by heat from the fuel-firedburner 16, respectively. Specifically, once thefilter 18 is heated to a temperature at which the soot particles trapped therein begin to ignite, the ignition of an initial portion of soot particles trapped therein can cause the ignition of the remaining soot particles much in the same way a cigar slowly burns from one end to the other. In essence, as the soot particles “burn,” an amount of heat is released in the “burn zone.” Locally, the soot layer (in the burn zone) is now much hotter than the immediate surroundings. As such, heat is transferred to the as yet un-ignited soot layer downstream of the burn zone. The energy transferred may be sufficient to initiate oxidation reactions that raise the un-ignited soot to a temperature above its ignition temperature. As a result of this, heat from the fuel-firedburner 16 may only be required to commence the regeneration process of the filter 18 (i.e., begin the ignition process of the soot particles trapped therein). - As shown in
FIG. 1 , one method of supplying sufficient oxygen for regeneration of thefilter 18 includes theengine 12 being configured for exhaust gas recirculation (EGR). In this exemplary embodiment, an EGRline 22 connects theexhaust line 27 and theengine 12 to one another. The EGRline 22 allows a portion of exhaust gases to be recirculated into the engine intake (not shown) along with drawn-in combustion air and ultimately into thecombustion chamber 13 ofengine 12, which reduces the amount of emissions present in exhaust gases exiting theengine 12. However, in operation, the amount of recirculated exhaust gases supplied to theengine 12 replaces a corresponding amount of the combustion air supplied. This causes less oxygen to be present in thecombustion chamber 13, which results in less oxygen being present in the exhaust gases generated by theengine 12. - In this exemplary embodiment, an
EGR valve 24 is shown disposed along theEGR line 22 between theexhaust line 27 and theengine 12. Thevalve 24 can be operated to control the amount of recirculated exhaust gases supplied toengine 12. When thevalve 24 is operated to reduce the amount of exhaust gases supplied to thecombustion chamber 13 of theengine 12, more air can be supplied to thecombustion chamber 13 through the intake of theengine 12. Allowing more air, in contrast to exhaust gases, to enter thecombustion chamber 13 of theengine 12 will generate exhaust gases exiting theengine 12 containing more oxygen than that of exhaust gases generated with thevalve 24 being fully open. This allows more oxygen to be supplied to the fuel-firedburner 16 for regeneration of thefilter 18. Thevalve 24 may be completely closed to allow only air and fuel to be present in thecombustion chamber 13 for combustion. - As shown in
FIG. 1 , acontroller 25 may be responsible for interpreting electrical signals sent by sensors associated with the emission abatement assembly 10 (and in some cases, the engine 12) and for activating electronically-controlled components associated with theemission abatement assembly 10. For example, thecontroller 25 may be operable to, amongst many other things, determine when theparticulate filter 18 of thesoot abatement assembly 14 is in need of regeneration, calculate and control the amount of fuel to be introduced into the fuel-firedburner 16, determine the temperature in various locations within thesoot abatement assembly 14, operate numerous air and fuel valves, and communicate with an engine control unit (not shown) associated with theengine 12. - To do so, the
controller 25 includes a number of electronic components commonly associated with electronic units utilized in the control of electromechanical systems. For example, thecontroller 25 may include, amongst other components customarily included in such devices, a processor such as a microprocessor or microcontroller and a memory device such as a programmable read-only memory device (“PROM”) including erasable PROM's (EPROM's or EEPROM's). The memory device is provided to store, amongst other things, instructions in the form of, for example, a software routine (or routines) which, when executed by the processor, allows thecontroller 25 to control operation of theemission abatement assembly 10. Thecontroller 25 may also be configured to receive signals from either analog or digital sensors used in theemission abatement assembly 10. - The
controller 25 may control operation of the fuel-firedburner 16 through acontrol line 17. In particular, thecontroller 25 may control the amount of fuel injected into the fuel-firedburner 16 by controlling the appropriate control signals on thecontrol line 17. The memory device may store the fuel quantities necessary for the regeneration of thefilter 18. This allowscontroller 25 to ensure that the appropriate amount of fuel is used for producing sufficient heat to ignite the soot in thefilter 18. Thecontroller 25 can determine if regeneration of thefilter 18 is required through asensor 29. Thesensor 29 may sense the pressure drop across thefilter 18 to determine if regeneration is necessary and transmit a signal indicating such through acontrol line 19 to thecontroller 25. When theparticulate filter 18 is to be regenerated, thecontroller 25 may control thevalve 24 through acontrol line 21 to reduce the amount of recirculated exhaust gases supplied to thecombustion chamber 13, allowing the oxygen content of the exhaust gases supplied to the fuel-firedburner 16 to increase. It should be appreciated that the control scheme utilized to initiate filter regeneration may be designed in a number of different manners. For example, a timing-based control scheme may be utilized in which the regeneration of theparticulate filter 18 is commenced as a function of time. For instance, regeneration of theparticulate filter 18 may be performed at predetermined timed intervals. -
FIG. 2 shows another exemplary embodiment of theemission abatement system 10. In this illustrative embodiment, aturbocharger 26 selectively supplies air to thecombustion chamber 13 ofengine 12. Similar to that shown inFIG. 1 , the exemplary embodiment ofFIG. 2 is configured to increase the amount of oxygen in the exhaust gases allowing the fuel-fired burner to heat the exhaust gases flowing through the exhaust system to reach temperatures high enough to ignite soot trapped in thesoot particulate filter 14. Typically, theturbocharger 26 includes acompressor 28 and aturbine 30. In this illustrative embodiment, theturbocharger 26 is located downstream of theengine 12. Aninlet 32 ofturbine 30 receives the exhaust gases flowing fromengine 12, which causes theturbine 30 to rotate. The exhaust gases exit theturbine 30 throughoutlet 31 and continue to move downstream to thesoot abatement assembly 14. The motion of theturbine 30 causes thecompressor 28 to pull in air throughintake 33 and send compressed air throughoutlet 34 and into thecombustion chamber 13 ofengine 12. - The
turbocharger 26 can be selectively operated during times when theparticulate filter 18 needs to be regenerated. Specifically, thecontroller 25 may be used to selectively operate theturbocharger 26 through acontrol line 23. As described inFIG. 1 , thecontroller 25 may determine if thefilter 18 needs regenerated based upon input from sensors, such as thesensor 29, used in theemission abatement system 10 allowing thecontroller 25 to operate theturbocharger 26 at the appropriate times. It should be appreciated that the decision to regenerate the particulate filter can be a time-based decision, as previously described herein. - During the periods of filter regeneration, the
turbocharger 26 sends compressed air into thecombustion chamber 13 of theengine 12. This causes more oxygen to be present in the exhaust gases exiting theengine 12 than would otherwise be present without operating theturbocharger 26. The increased level of oxygen allows the fuel-firedburner 16 to heat the exhaust gases to a temperature high enough to regenerate thesoot particulate filter 18. It should be appreciated that theturbocharger 26 may be a variable-speed or single-speed unit. A variable-speed unit allows the rate of compressed air being supplied to thecombustion chamber 13 to be controlled over an operating range, whereas a single-speed unit supplies compressed air at a constant rate. - It should be appreciated that the
engine 12 may include a number ofcombustion chambers 13 as is typically found in diesel engines. InFIG. 1 , theengine 12 may be configured to allow the recirculated exhaust gases to be supplied to eachcombustion chamber 13, with thevalve 24 reducing the amount of exhaust gases supplied to eachcombustion chamber 13. InFIG. 2 , theengine 12 may be configured to allow the compressed air supplied by theturbocharger 26 to reach eachcombustion chamber 13. -
FIG. 3 shows an exemplaryemission abatement system 10 implementingturbochargers 26 a through 26 n. In this exemplary embodiment,multiple turbochargers 26 are serially connected such that theoutlet 34 of eachcompressor 28 is connected to aninlet 33 of anadjacent compressor 28 as shown inFIG. 3 .Compressor 28 a is shown as having anoutlet 34 a coupled toinlet 33 b ofcompressor 28 b. - During operation, all the
turbochargers 26 can be operated such that air is first drawn into theinlet 34 a of thecompressor 28 a. The air moves through eachcompressor 28 such that it is continuously compressed as it moves through. Eventually, the compressed air exitsoutlet 34 n ofturbocharger 26 n and into thecombustion chamber 13. Thus, the configuration shown inFIG. 3 can be used to supply air to the fuel-firedburner 16 for regeneration of thefilter 18 in a manner similarly described in regard toFIG. 2 . - As the exhaust gases exit the
engine 12, they pass through eachturbine 30. Eachturbocharger 26 includes acontrol line 23, which can be used to selectively operate eachturbocharger 26 independently. As described inFIG. 2 , each turbocharger may be a variable-speed or single-speed unit and controlled accordingly. In a configuration using variable-speed turbochargers 26, eachturbine 30 can be independently operated so that the amount of “boost” provided by theturbochargers 26 to theengine 12 can be more particularly controlled. -
FIG. 4 shows another exemplary embodiment of anemission abatement assembly 10 implementing asupercharger 40.Supercharger 40 includes aninlet 42 which draws in air and is compressed therein and subsequently expelled through anoutlet 44. InFIG. 4 , thesupercharger 40 is configured to provide oxygen to thecombustion chamber 12 of aninternal combustion engine 12, which can be subsequently provided to the fuel-firedburner 16 for regeneration of thefilter 18. In one exemplary embodiment, theengine 12 is gasoline-powered. - The
supercharger 40 can be operated mechanically or electrically by theengine 12 as indicated byarrow 46. For example, in one exemplary embodiment thesupercharger 40 can include a belt-driven air pump (not shown) using rotational motion provided by the engine for rotating the belt. In another exemplary embodiment, thesupercharger 40 includes an electrically-driven pump (not shown), which can receive power from a source within an engine, such as from a battery. It should be appreciated that thesupercharger 40 may be a variable-speed or single-speed unit. A variable-speed unit allows the rate of compressed air being supplied to thecombustion chamber 13 to be controlled over an operating range, whereas a single-speed unit supplies compressed air at a constant rate. -
Control line 43 can provide control signals to thesupercharger 40 from thecontroller 25, allowing the supercharger to be selectively operated such as at times when regeneration of thefilter 18 is desired. It should be appreciated that thesupercharger 40 may be a variable-speed or single-speed unit. A variable-speed unit allows the rate of compressed air being supplied to thecombustion chamber 13 to be controlled over an operating range, whereas a single-speed unit supplies compressed air at a constant rate. - It should be appreciated that the methods disclosed herein can be applied to other emission abatement components other than particulate filters. For example, the
emission abatement assembly 10 can use a device for abating oxides of nitrogen (NOx), such as a selective catalytic reduction (SCR) catalyst. Typically, the efficiency of NOx abatement devices can be increased by raising the temperature of the exhaust gases flowing therethrough. Accordingly, the fuel-firedburner 16 can be operated in the various manners disclosed herein to raise exhaust gas temperature. Furthermore, the oxygen content present in the exhaust gases can be adjusted in the various manners disclosed herein for supplying desired amounts of oxygen to theburner 16 for combustion. This allows the temperature of the exhaust gases to be raised before reaching a NOx abatement device disposed downstream of theburner 16. - There are a plurality of advantages of the present disclosure arising from the various features of the apparatus and methods described herein. It will be noted that alternative embodiments of the apparatus and methods of the present disclosure may not include all of the features described yet still benefit from at least some of the advantages of such features. Those of ordinary skill in the art may readily devise their own implementations of an apparatus and method that incorporate one or more of the features of the present disclosure and fall within the spirit and scope of the present disclosure.
Claims (32)
1. A method of operating an emission abatement assembly, comprising the steps of:
determining if a particulate filter needs to be regenerated and generating a signal in response thereto,
adjusting the operation of an internal combustion engine to increase the oxygen content in exhaust gases generated by the engine in response to the generation of the signal,
advancing the exhaust gases to a fuel-fired burner, and
generating heat with the fuel-fired burner to combust soot trapped in a particulate filter.
2. The method of claim 1 , wherein the determining step comprises measuring the pressure drop across the particulate filter to determine that the particulate filter needs regenerated.
3. The method of claim 1 , wherein the determining step comprises generating the signal with a sensor indicating that the particulate filter needs to be regenerated, and transmitting the signal to a controller.
4. The method of claim 1 , wherein the adjusting step comprises reducing an amount of recirculated exhaust gases entering a combustion chamber of the engine in response to the generation of the signal to increase the oxygen content in the exhaust gases generated by the engine.
5. The method of claim 4 , wherein the adjusting step further comprises operating an EGR valve in response to the generation of the signal to reduce the amount of recirculated exhaust gases entering the combustion chamber of the engine.
6. The method of claim 5 , wherein the adjusting step further comprises operating the EGR valve with a controller in response to the generation of the signal to reduce the amount of recirculated exhaust gases entering the combustion chamber of the engine.
7. The method of claim 1 , wherein the adjusting step comprises operating a turbocharger to supply air to a combustion chamber of the engine in response to the generation of the signal to increase oxygen content in the exhaust gases generated by the engine.
8. The method of claim 7 , wherein the operating step further comprises operating the turbocharger with a controller to supply air to a combustion chamber in response to the generation of the signal to increase the oxygen content in the exhaust gases generated by the engine.
9. The method of claim 7 , wherein the operating step further comprises operating a turbine of the turbocharger, operating a compressor of the turbocharger with the turbine, and supplying compressed air from the compressor to the combustion chamber of the engine to increase the oxygen content of the exhaust gases generated by the engine.
10. The method of claim 7 , wherein the adjusting step further comprises operating a plurality of turbochargers to supply air to a combustion chamber of the engine in response to the generation of the signal to increase oxygen content in the exhaust gases generated by the engine.
11. The method of claim 10 , wherein the operating step further comprises operating the plurality of turbochargers with a controller to supply air to a combustion chamber in response to the generation of the signal to increase the oxygen content in the exhaust gases generated by the engine.
12. The method of claim 1 , wherein the adjusting step comprises operating a supercharger to supply air to a combustion chamber of the engine in response to the generation of the signal to increase oxygen content in the exhaust gases generated by the engine.
13. The method of claim 12 , wherein the operating step further comprises operating the supercharger with a controller in response to the generation of the signal to increase the oxygen content in the exhaust gases generated by the engine.
14. An emission abatement assembly, comprising:
an internal combustion engine,
a particulate filter,
a fuel-fired burner positioned upstream of the particulate filter, the fuel-fired burner having an input that receives exhaust gases generated by the internal combustion engine, and
a controller electrically coupled to the internal combustion engine and the fuel-fired burner, the controller comprising (i) a processor, and (ii) a memory device electrically coupled to the processor, the memory device having stored therein a plurality of instructions which, when executed by the processor, cause the processor to:
determine if the particulate filter needs to be regenerated and generate a control signal in response thereto,
adjust the operation of the internal combustion engine to increase the oxygen content in exhaust gases generated by the engine in response to the generation of the control signal, and
operate the fuel-fired burner to generate heat to combust soot trapped in the particulate filter in response to the generation of the control signal.
15. The emission abatement assembly of claim 14 further comprising a sensor, wherein the plurality of instructions, when executed by the processor, further cause the processor to determine if the particulate filter needs to be regenerated by measuring the pressure drop across the particulate filter with the sensor.
16. The emission abatement assembly of claim 14 further comprising an EGR valve, wherein the plurality of instructions, when executed by the processor, further cause the processor to adjust the operation of the internal combustion engine by operating the EGR valve in response to the generation of the control signal to reduce the amount of recirculated exhaust gases entering the combustion chamber of the engine.
17. The emission abatement assembly of claim 14 further comprising a turbocharger, wherein the plurality of instructions, when executed by the processor, further cause the processor to adjust the operation of the engine by operating the turbocharger to supply air to a combustion chamber of the engine in response to the generation of the control signal to increase oxygen content in the exhaust gases generated by the engine.
18. The emission abatement assembly of claim 17 , wherein the turbocharger comprises a turbine and a compressor, wherein the plurality of instructions, when executed by the processor, further cause the processor to adjust the operation of the engine by, operating the compressor with the turbine, and wherein, the compressor supplies compressed air from the compressor to the combustion chamber of the engine to increase the oxygen content of the exhaust gases generated by the engine.
19. The emission abatement assembly of claim 17 , wherein the turbocharger comprises a plurality of turbochargers, wherein the plurality of instructions, when executed by the processor, further cause the processor to adjust the operation of the engine by operating the plurality of turbochargers to supply air to a combustion chamber of the engine in response to the generation of the control signal to increase oxygen content in the exhaust gases generated by the engine.
20. The emission abatement assembly of claim 14 further comprising a supercharger, wherein the plurality of instructions, when executed by the processor, further cause the processor to adjust the operation of the engine by operating the supercharger to supply air to a combustion chamber of the engine in response to the generation of the control signal to increase oxygen content in the exhaust gases generated by the engine.
20. (canceled)
21. The emission abatement assembly of claim 14 , wherein the fuel-fired burner is operated without a supplemental air supply.
22. A method of operating an emission abatement assembly, comprising the steps of:
determining if a predetermined condition of an emission abatement component exists and generating a signal in response thereto,
adjusting the operation of an internal combustion engine to increase the oxygen content in exhaust gases generated by the engine in response to the generation of the signal,
advancing the exhaust gases to a fuel-fired burner,
generating heat with the fuel-fired burner to heat the exhaust gases, and
advancing the heated exhaust gases to the emission abatement component.
23. The method of claim 22 , wherein the determining step comprises determining if a predetermined condition of a NOx abatement device exists and generating a signal in response thereto.
24. The method of claim 22 , wherein the determining step comprises determining if a predetermined conditions of a particulate filter exists and generating a signal in response thereto.
25. The method of claim 1 , wherein the advancing step comprises providing an exhaust line between the engine and the fuel-fired burner that defines an exhaust gas path, and feeding the engine exhaust gases into the fuel-fired burner through the exhaust line.
26. The method of claim 1 , wherein the fuel-fired burner only receives oxygen from exhaust gases generated by the engine.
27. The emission abatement assembly of claim 14 , including an exhaust line fluidly connecting the internal combustion engine to the inlet of the fuel-fired burner, and wherein the exhaust gases are fed into the fuel-fired burner through the exhaust line.
28. The emission abatement assembly of claim 14 , wherein the fuel-fired burner only receives oxygen from exhaust gases generated by the internal combustion engine.
29. The method of claim 22 , wherein the advancing step comprises providing an exhaust line between the engine and the fuel-fired burner that defines an exhaust gas path, and feeding the engine exhaust gases into the fuel-fired burner through the exhaust line.
30. The method of claim 22 , wherein the fuel-fired burner only receives oxygen from exhaust gases generated by the engine.
31. The emission abatement assembly of claim 14 , wherein the exhaust gases are advanced from the engine to the fuel-fired burner to generate heat to combust soot trapped in the particulate filter.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/294,249 US20090049823A1 (en) | 2006-04-07 | 2007-04-03 | Method and apparatus for operating an emission abatement system |
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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US79018006P | 2006-04-07 | 2006-04-07 | |
PCT/US2007/065861 WO2007118078A2 (en) | 2006-04-07 | 2007-04-03 | Method and apparatus for operating an emission abatement system |
US12/294,249 US20090049823A1 (en) | 2006-04-07 | 2007-04-03 | Method and apparatus for operating an emission abatement system |
Publications (1)
Publication Number | Publication Date |
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US20090049823A1 true US20090049823A1 (en) | 2009-02-26 |
Family
ID=38581787
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US12/294,249 Abandoned US20090049823A1 (en) | 2006-04-07 | 2007-04-03 | Method and apparatus for operating an emission abatement system |
Country Status (5)
Country | Link |
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US (1) | US20090049823A1 (en) |
EP (1) | EP2032807B1 (en) |
JP (1) | JP5033869B2 (en) |
CN (1) | CN101415915B (en) |
WO (1) | WO2007118078A2 (en) |
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US20100050634A1 (en) * | 2008-09-03 | 2010-03-04 | General Electric Company | System, method, and device for locomotive exhaust gas recirculation cooling and catalyst heating |
EP2808508A4 (en) * | 2012-01-27 | 2015-12-23 | Toyota Motor Co Ltd | Control device for internal combustion engine |
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CN101896698A (en) * | 2007-12-21 | 2010-11-24 | 雷诺卡车公司 | Arrangement for an exhaust line of an internal combustion engine |
GB2488761B (en) * | 2011-03-03 | 2017-11-29 | Ford Global Tech Llc | A method for controlling a diesel engine system |
KR101338083B1 (en) * | 2012-06-29 | 2013-12-06 | 현대자동차주식회사 | Method for measuring soot of diesel vehicle |
KR102187464B1 (en) * | 2017-03-24 | 2020-12-07 | 현대자동차 주식회사 | Engine system and cotrol method for the same |
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Also Published As
Publication number | Publication date |
---|---|
WO2007118078A2 (en) | 2007-10-18 |
EP2032807A2 (en) | 2009-03-11 |
EP2032807A4 (en) | 2011-04-20 |
JP2009533585A (en) | 2009-09-17 |
CN101415915A (en) | 2009-04-22 |
JP5033869B2 (en) | 2012-09-26 |
EP2032807B1 (en) | 2015-01-21 |
WO2007118078A3 (en) | 2008-07-31 |
CN101415915B (en) | 2012-05-09 |
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