REGENERATIVE FILTER TRAP SYSTEM WITH APPARATUS FOR DIVERTING THE EXHAUST GAS FLOW

Abstract: A system for extracting particulates from the exhaust gases flowing from a diesel engine (A) of an automobile by the use of a filter trap (C-1) stationed adjacent a heat controlled zone (43) of the automobile and which system periodically cleanses the filter trap of the collected particulates. The system has an apparatus (20) which channels the flow of exhaust gases between a condition where the exhaust gases carried through the filter trap (C-1) for an extraction mode and a condition where the exhaust gases are diverted away from the filter trap during a cleansing mode of the trap. The apparatus (20) comprises: (a) walls (23) defining a primary flow channel for normally guiding exhaust gases through the filter trap (C-1) housed within the channel, the walls (23) comprises a roof (42) juxtaposed the zone (43); (b) a diversion flow channel (39) for diverting the exhaust gases away from the trap (C-1) during the cleansing mode, the diversion flow channel (39) being superimposed on the roof (42) to normally insulatingly separate the primary flow channel from the zone (43); and (c) a flow diverter valve for directing the flow of exhaust gases through the primary and diversion flow channels. The walls (23) defining the primary flow channel comprise a horizontal tube with an expanding conical inlet section (35). The tube has a cross-section with a height (24) no greater than substantially one-half of its horizontal dimension (25). The top of the tube forms the roof (42). The roof preferably extends horizontally and the diversion flow channel (39) is defined by an inverted U-section wall (40) extending across and attached to the roof (42).

Description: REGENERATIVE FILTER TRAP SYSTEM WITH APPARATUS FOR DIVERTING THE EXHAUST GAS FLOW TECHNICAL FIELD The invention relates to the technology of using 5 filter traps for extracting particulates from the exhaust gases of an internal combustion engine and, more parti¬ cularly, to an improved apparatus for channeling the exhaust gases to a given zone of the particulate trap during particulate collection and away from such zone 10. during regeneration. This application is a.n improvement related to U.S. applictaion Serial No. (83-273) directed to apparatus that permits electrically energized regener¬ ation to take place with less electrical energy input, and to U.S. application Serial No. (83-274) directed to 15 an electrical heating assembly, both by the same in¬ ventors, and filed simultaneously herewith. BACKGROUND OF THE INVENTION AND PRIOR ART STATEMENT Particulate emissions from an engine can be o reduced with a particulate filter trap and a regeneration system to periodically clean the filter trap of par¬ ticulates by incineration. Generally, durable and ac¬ ceptable filters for particulate traps have been devel¬ oped by the art, which have included wire mesh (see U.S. 5 patent 3,499,269) and. more advantageously, rigid cera¬ mics, preferably in a monolithic honeycomb cellular wall structure (see U.S. patents 4.276.071; 4.329.162; and 4.340.403) . It is important that the filter trap be cleansed 0 periodically during vehicle operation. The prior art has heretofore envisioned that such filter traps can be cleansed by a variety of proposals, all of which have included raising the temperature of a gas flow through the filter to an incineration temperature for the par¬ ticulate collection in the filter trap; the particulates then oxidize and release from the trap as a gas. Such proposals have included heating the exhaust gas to a 5 higher temperature by either addition of hydrocarbon fuels or by engine throttling (see U.S. patents 4,167.852; 4.21L.675; and 3.499.269). - or have included heating a separate heat transfer medium, such as air, by electrical means or by fuel fed burners (see U.S. patents Q 4.270 936; 4,276.066; 4.319,896; and Japanese patent 55-19934).. During vehicle operation, the exhaust gas flow eminating from the engine operation presents a signi¬ ficant heated gas flow having a pressure in the range of 5 2-L5 pounds and a temperature in the range of 200-1150°F. The exhaust gas flow typically is laminar as it passes along a tubular exhaust pipe. An important strategy to achieve reliable regeneration, disclosed in applicants' copending U.S. application Serial No. Q 463.688, is to divert the exhaust flow away from at least a first portion of the filter trap while such first portion is cleansed of the particulates that may have collected there. During such exhaust gas flow diversion, several problems have become evident with respect to 5 providing a diverting apparatus, such problems include: (a) insulating the filter trap from the vehicle par¬ ticularly during regeneration; (b) minimizing the overall height of the filter trap assembly and byρass * passage. while eliminating the need for other exhaust treating 0 devices such as a muffler; and (c) assuring economical construction with ease of assembly. It would be desirable if an apparatus for channeling exhaust gas flow could be devised which solves the above- listed problems. SUMMARY OF THE INVENTION . 5 The invention is an apparatus useful in a system for extracting particulates from the exhaust gas flow from an internal combustion engine for an automobile by the use of a filter trap stationed adjacent a heat con¬ trolled zone of the automobile, and which system periodi¬ cally cleanses the filter trap of the particulates. The apparatus channels the flow of the exhaust gas between a condition whece the exhaust gas is carried through at least a portion of the filter trap for an extraction mode and a condition where the exhaust gas is diverted away from said portion of the filter trap during a cleansing mode of said portion. The apparatus comprises: (a) walls defining a primary flow channel for normally guiding the exhaust gases through at least said portion of said filter trap, the walls comprising a roof juxtaposed the heat controlled zone; (b) means defining a diversion flow channel for diverting the exhaust gases away from said portion during the cleaning mode, the diversion flow means being superimposed on the roof of said walls to normally insulatingly separate the primary flow channel from the heat controlled zone; and (c) flow diverter means for directing the flow of exhaust gases through the primary flow channel and through the diversion flow channel. Preferably, the walls defining the primary flow channel comprises a tube with an expanding conical inlet section, the tube having a cross-section with a height no greater than substantially one-half of its horizontal dimension, the top of the tube forming said roof. Advan- tageously, the tube may be formed with a cross-section defined as the outer periphery of two spaced circular sections connected by rectangular section. The roof of said tube preferably flat extending horizontally and the diversion flow channel is defined by ' a generally flat wall extending over and across the roof to form the diversion flow channel therebetween. Preferably. the means for defining the diversion flow channel comprises a single ply, U-shaped wall ex¬ tending across the roof and having a cross-section area with a width to height ratio in the range of 5/1 to 20/1. Preferably, the means defining the diversion flow channel comprises baffles to muffle the sound of gas flow therethrough during the cleaning mode, the filter trap functioning to muffle gas flow sounds during the extraction mode. SUMMARY OF THE DRAWINGS Figure 1 is a schematic illustration of an automotive diesel engine and exhaust flow including the improved apparatus embodying the principles of this invention: Figure 2 is an enlarged elevational view of the filter trap and flow control means effective to channel the exhaust gas between various operative modes; Figure 3 is a top view of the apparatus of Figure 2; Figure 4 is a sectional view taken substantially along line 4-4 of Figure 2; and Figure 5 is a longitudinal sectional view of a portion of the housing for the filter trap taken along line 5-5 of Figure 4. BEST MODE FOR CARRYING OUT THE INVENTION The apparatus employed channels the flow of the exhaust gas between a condition where the exhaust gas is carried through the filter trap for an extraction mode and a condition where the exhaust gas is bypassed around the filter trap for a trap cleaning mode. The bypassed flow of exhaust gas is channeled as a generally flat layer along the roof of the filter trap housing to serve as a thermal insulation body between the heated filter trap during regeneration and the heat controlled zone of the automobile. To enhance the use of the bypassed exhaust gas as an insulation barrier, the filter trap is provided with a cross-section having a height substantially less than the horizontal dimension; to enhance the use of the apparatus as a substitute for the conventional sound muffler on the automobile, the bypass channel has baffles to serve as a muffler during the cleaning mode while the filter trap serves as a-muffler during the extraction mode. Turning to Figure 1. the system with which this invention is associated comprises a diesel engine A having intake and exhaust manifolds 10 and 11, along with a driven output member 12. The stream of exhaust gases B is carried from the exhaust manifold 11 of the engine by an exhaust channel 13 leading away from the engine. The exhaust channel typically is of a circular cross-section promoting streamlined or laminar flow of the exhaust gases. The filtration system C is interposed in the exhaust channel 13 and includes a filter trap C-1, a heating means C-2. and a means C-3 for displacing flow of exhaust gases with another oxygen carrying fluid medium during an oxidation cycle of the particulates in the filter trap. The displacing means particularly includes an apparatus 20 for channeling exhaust gas flow between a condition where the exhaust gas is directed through the particulate filter trap for an extraction mode and a condition where the exhaust gas is diverted away from at least a first portion of the .particulate filter, trap during a thermal cleansing mode of the first portion. The system further includes electrical control means C-4 which broadly includes means 21 for initiating the oxi¬ dizing cycle and an electronic timer or control 22 for regulating the sequence of electrically actuated events of the oxidizing cycle. Filter Trap The filter trap C-1 is a monolithic ceramic honeycomb cellular structure 15 supported and contained in walls 23, a metallic housing. The front portion 35 of the housing guides the flow of exhaust gases through the front face 15a of the monolith and the trailing portion 14b of the housing guides the flow of exhaust gases from the filter trap. The trap is stationed adjacent-a heat controlled zone 43 of the automobile by being hung i med- iately beneath the passenger compartment. The front face of the filter trap has an area which is greater than the cross-sectional area of the exhaust pipe 13 by a ratio of 8:1 to 20:1. The monolithic ceramic honeycomb cellular structure may be similar to structures used for catalytic conversion of gases from a gasoline engine. The mono¬ lithic structure contains parallel aligned open channels 16 constituting the honeycomb cell structure; the ends of the channels are alternately blocked with high tem¬ perature ceramic cement at the front and the rear so that all of the inlet flow of gas must pass through the porous side walls 16a of the channels before exiting from the filter trap. This type of monolithic ceramic structure provides very high filtration surface area per unit of volume. For example, a 119 cubic inch filter trap of this type, with 100 cells per square inch and .017 inch wall thickness, will provide approximately 1970 square inches of filtering surface area, and the filtering surface area per- unit volume for such a filter trap would be about 16.6 square inches per cubic inch. The channels are all aligned with the center line of the exhaust flow. When the particulates collect on the trap they will nest within the porosity of the side walls which, then will space the particulate collection along the direction of flow. Thus, there will be a general uniform distribution of the particulates along the length of the trap. OMH Heatinq Means The heating means C-2, which is disclosed more fully in copending application Serial No. (83-274) , assigned to the assignee herein, the disclosure of which 5 is incorporated herein by reference, has a heater element assembly comprising resistance elements which are con¬ tinuous sheathed stainless steel nichrome resistor ele¬ ments, the elements being configured in a helical fash¬ ion, much in the fashion of heating coils for a surface 10 heating unit of a stove, and extend transversely across the flow. The resistance elements are energized by a power supply derived from the battery or alternator of the engine. The heater element assembly also comprises 15 foraminous plates which function as a flow diffuser. slowing down the flow for better heat transfer. The plates present a screen or grid effect which has at least a 40% open area. A flow mask or disc may also be inter¬ posed between the plates and the heating elements to 20 guide the oxygen carrying heat transfer medium (such as air) to a peripheral location along the outer rim of the filter front face. Thus, when the transfer medium flow is sufficiently heated, ignition of the oxidizable parti¬ culates will take place substantially along the outer 25 radial region and thus proceed both axially as well as radially inwardly as migration of the flame front pro¬ ceeds through the particulate collection in the device. The airflow mask blocks off approximately 50% of the filter frontal area which will be at the central region 30. of the flow. The element assembly may lastly comprise a catalyzed wire mesh located as a foraminous blanket immediately downstream of the heater elements; the mesh is woven and carries a catalyst coating which is a low 35 sulphate SO active catalyst such as Pt/Rh on ceria (see U.S. application Serial No. (83-274 . The catalyzed wire mesh functions as a uniform heat transfer medium as well as to lower the temperature required to incinerate or ignite the particulate collection, when there is a significant amount of hydrocarbon occluded in the col¬ lected soot or particulates, thereby minimizing power requirements and lowering energy consumption. The cata¬ lyzed wire mesh also functions to collect small -amounts of hydrocarbon soot during exhaust gas filtration, which soot is easily ignited and operates to transfer ignition to the particulte collection. The power supply for the electrical resistance elements may be derived from the alternator of the en¬ gine, which alternator should have dual functions, one function being used during regeneration of the filter trap. Alternatively, an auxiliary alternator may be utilized, driven by a pulley system which in turn is driven by the output member of the engine and may be • selectively engaged only during the regeneration period. An air pump 63, when energized, drives a flow of air through a tube 64 into and through the heating means and filter when the exhaust gas has been bypassed. The supply of air acts as a heat transfer medium and a sup¬ plier of oxygen to ignite and sustain the oxidation cycle. Exhaust Gas Channeling Means The apparatus 20 for channeling exhaust gas flow provides for a condition when the exhaust gas is carried into and through the particulate filter trap for an extraction mode, and a condition where the exhaust gas is bypassed away from at least a first portion of the particulate filter trap during a thermal cleansing mode of the particulate portion. Such apparatus 20 comprises walls 23 defining a primary flow channel for guiding the exhaust gases through at least a portion of the filter trap C-1 and preferably the entire trap. The walls 23 form a tube enclosing an internal space 24 which has a cross-section flattened along at least the upper side or roof 42 of the tube (see Figure 4). The tube here is shown to enclose an internal space having a cross-section with a height 24 no greater than two-thirds that of the width 25, and is particularly defined as the outer periphery of two spaced circular sections 26-27 connected by a rectangular- section 28. The ceramic filter trap C-1 has a cross-section which is designed to snuggly fit within the interior of such primary wall configuration. As shown in Figure 5, the structure 15 of the filter trap is supported within such primary walls 23 by way of wire mesh bands 29 wrapped around the ceramic body from its front to substantially near the trailing end of the filter trap. The wire mesh bands provide a cushioned support within the housing and are inserted in such a manner as to abut against the modified L-rings 30 with a seal ring 31 therebetween. About the trailing portion lbc of the outer periphery of the ceramic filter, is packed fiberglass rope 32; the rope space is sealingly closed by a complimentary L-shaped ring 33, again having a sealing ring 34 compressed therebetween. The walls 23 for the primary flow channel define an expanding conical section 35 proceeding from a con- nection 36 to the exhaust pipe 13, such expanding conical section 35 providing for a slowing down of the exhaust gas flow prior to entering the filter trap and thereby improving the filtering function. The ratio between the diameter 37 of the throat section at. the immediate entrance to the conical section 35 and the diameter 38 of the frontal section 15a of the filter trap is about 1:2 to 1:3. The apparatus 20 further comprises means defin¬ ing a diversion flow channel 39 or bypass for the exhaust gases during the thermal cleaning mode. . The exhaust gases in channel 39 are diverted away from the trap or E OMPI ^ , W1PO portion of the trap. The channel -is superimposed on the roof 42 of the walls 23 to normally insulatingly separate the primary flow channel from the zone 43. Such means comprises a single ply metallic wall 40 which is formed as an inverted U-section having its edges 41 sealingly attached to substantially the extreme ends or edges of the flattened roof 42 of the primary walls. The diver¬ sion flow channel 39 is thereby given a cross-section which is effective to function as a thermal insulating air space between the controlled or protected temperature zone 43 of the automobile and the filter trap C-1. Preferably, the height of such diversion channel 39 provides a width (44) to height (45) ratio in the range of 5/1 to 20/1. It is a general requirement for auto- motive vehicle design for catalyst conversion devices that an air space of about 1-1/2 inches must be defined between the controlled zone of the vehicle and the cata¬ lytic device itself. Here, such 1-1/2 inches of space is occupied by the bypass channel 39, which normally con- tains no gas flow during normal filter mode operation of the apparatus. The entire height or silhouette of the filtering system is minimized, thereby making maximum use of the normally required insulation space and deploying it for another purpose. The diversion flow also contains baffles 80 which serve to muffle the sound of the exhaust gas flow therethrough during the cleaning mode, the filter trap functioning to muffle the sound of exhaust gas flow during the extraction mode. The apparatus 20 further comprises means 46 for controlling the diversion of the flow of exhaust gases either through the expanding section 35 of the primary flow channel or through the diversion channel 39. Means 46 particularly comprises a flow diverter member having a pair of valve seats 48 and 49, each seat lying within a plane aligned with the center line of the flow 50 of the exhaust gases. Each valve seat is . spaced from the other a distance no greater than one inch. The flow diversion means 46 further comprises a flow diverting valve 51 having a substantially flat valve head 51a lying within a plane also aligned with the center line of the exhaust flow 50 and operative to move linearly between a seated position against each of said respective valve seats 48-49. The member is advantageously fabricated • as a casting. In an alternative arrangement, the valve stem can be biased to the direction of flow at an angle of about 30-50°. The parting plane between casting parts defining the valve seats will be midway between the valve seats which are aligned with the direction of flow at an angle of 30-60°. In this arrangement, the pressure of the flow assists opening and closing of the valve head. The diverter valve 51 in Figure 2 is of a poppet design, wherein the valve head 51a, which is of a flat configuration having its edges provided with a pair of inverted conical sections, is normally biased to position against a first of the valve seats (here 48) to permit the filtration mode. An actuator 52, when energized, moves the valve head 51a to a second position, seated against the other valve seat (here 49). for flow through the bypass channel 39. The actuator 52 of the valve may comprise a vacuum motor effective to apply a force of about 15 -45 pounds. Electrical Control Means The electrical control means C-4 has the ini¬ tiator 21, preferably comprised of two pressure sensors or transducers 60 and 61. Sensor 61 is located to sense the back pressure immediately upstream of the front of the filter trap device which cocrolates with the degree of particulate collection in the filter. Sensor 60 is placed in an open channel ceramic honeycomb struc- ture 62 located considerably upstream from the filter itself. the latter containing a porosity which is much larger than that of the filter trap itself so that none of the particulates will become entrapped within the open channel honeycomb ceramic. The pressure sensor 60 loca- ted in or adjacent this honeycomb structure will sense a pressure simulating a clean filter trap. The sensors are each of the capacitance type with a measurable voltage output that is a function of the sensed back pressure. The voltage output is conveyed to an electronic compara- tor device in the control box 22; the two voltage signals are ratioed in the comparator device. When the ratio exceeds a predetermined set maximum, a signal is then relayed within the control box to initiate the regen¬ eration or oxidizing cycle. Monitoring the reference pressure drop across the open channel ceramic honeycomb structure 62 will always provide a signal proportional to the clean trap pressure drop for the instantaneous ex¬ haust flow rate. Dividing the actual trap pressure drop by a constant multiplied by the reference pressure drop Q will provide an electrical signal proportional to the trap loading, which is independent of engine speed, engine load, and exhaust temperature. Thus, when the trap loading is greater than the allowable limit, an electrical signal will be provided to initiate the 5 regeneration process. The control box 22 has an electronic timer which, when it receives a signal from the comparator, will actuate several timed electrical events in se¬ quence. The timed events include the following: (1) the 0 actuator to open bypass channel 39 is energized sub¬ stantially simultaneously with the connection of the heating elements to a power source; (2) the air pump means 63 is actuated to transmit a supply of air to the internal space 24 when the heating coils reach 1400°F; 5- (3) disconnecting the power supply from the heater ele¬ ments at about one-half of the total oxidizing cycle time; and (4) cessation of the air pump means and deacti- vation of the diverter valve at the completion of the full oxidizing cycle time or when oxidation is stable and self-sustaining.

Claims: We cla im: 1. In a system for extracting particulates from the exhaust gas of an internal combustion engine for an automobile by the use of a filter trap stationed adjacent a heat controlled zone of the automobile, and for period- ically thermally cleaning the filter trap of said parti¬ culates, an apparatus for channeling the flow of. the exhaust gas between a condition where the exhaust gas is carried through at least a portion of the filter trap for an extraction mode and a condition where the exhaust gas is diverted away from said portion of the filter trap during a cleansing mode of said portion, the apparatus comprising: (a) walls defining a primary flow channel for normally guiding said exhaust gases through at least said portion of said filter trap, said walls comprising a roof juxtaposed said zone; (b) means defining a diversion flow channel for diverting the exhaust gases away from said portion during said cleaning mode, said diversion flow channel being superimposed on the roof of said walls to normally insu- latingly separate said primary flow channel from said zone; and (c) flow diverter means for directing the flow of exhaust gases through said primary flow channel and through said diversion flow channel.- 2. The apparatus as in Claim 1, in which said walls defining said primary flow channel comprise a tube having a cross-section with a height no greater than substantially one-half of its horizontal dimension, the top of said tube forming said roof being juxtaposed to said zone. 3. The apparatus as in Claim 1, in which said walls defining said primary flow channel comprise a tube having a cross-section defined as the outer periphery of two spaced circular sections connected by a rectangular section. 4. The apparatus as in Claim 1. in which said walls defining a primary flow channel provide a generally horizontally extending flat wall defining said roof, and said means defining a diversion flow channel comprises a generally flat wall extending over and across said roof to form said diversion flow channel therebetween. 5. The apparatus as in Claim 1, in which said walls defining said primary flow channel comprise an expanding conical inlet section, with the outlet of said conical inlet section being greater than the cross-sectional area of the exhaust gas inlet by a ratio of 8:1 to 20:1. 6. The apparatus as in Claim 1, in which said . means defining said diversion flow channel comprises a single ply. U-shaped wall extending across said roof to form said diversion flow channel therebetween, said diversion flow channel having a cross-sectional area with a width to height ratio of 5/1 to 20/1. 7. The apparatus as in Claim 1. in which said means defining said diversion flow channel comprises baffles for muffling the sound of gas flow therethrough during the cleaning mode, said filter trap functioning to muffle gas flow sounds during the extraction mode.

Inventors: RAO VEMULAPALLI DURGA NAGESWAR, WADE WALLACE R, RAO, VEMULAPALLI, DURGA, NAGESWAR, WADE, WALLACE, R.
Applicants: FORD FRANCE, FORD MOTOR CO, FORD WERKE AG, FORD FRANCE S.A., FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1983
Main classification: B01D46
IPC codes: F01N3, F01N9, F02B3