A unitary exhaust system and method for reducing particulate emmissions from internal combustion engines

Abstract: A unitary system for removing particulates from the exhaust gas of an internal combustion engine includes a main flow passage and a by-pass flow passage for conducting the exhaust gas from an inlet portion to an outlet portion of a housing which contains the system. A valve for selectively directing the exhaust gas through one of the passages is provided, with a particulate trap mounted in the main flow passage for trapping particulates within the exhaust gas when the exhaust gas is directed therethrough. A regeneration system is positioned intermediate the valve and the particulate trap with an oxidation catalyst being positioned downstream of the particulate trap and in both the main flow passage and the by-pass flow passage. Further, a control system is provided for selectively activating and deactivating the regeneration system in response to predetermined operating conditions of the unitary system.

Description: This invention relates to an exhaust system for reducing particulate emissions from internal combustion engines, and more particularly to a hybrid exhaust system of a diesel engine including a particulate trap and regeneration system, according to the generic part of claim 1. By the year 1994, particulate emission standards will require all urban buses and heavy duty trucks to emit a very small amount (less than 0.1 gm/hp-hr) of particulate matter. Particulates are defined as any matter in the exhaust of an internal combustion engine, other than condensed water, which is capable of being collected by a standard filter after dilution with ambient air at a temperature of 52° C (125°F). Included in this definition are agglomerated carbon particles, absorbed hydrocarbons, including known carcinogens, and sulfates. These particulates are very small in size, with a mass median diameter of 0,5 - 1,0 µm, and are of very low bulk density. Obviously this particulate matter cannot be stored within the vehicle because one pound of particulate occupies a volume of approximately 5700 ccm (350 cubic inches). Therefore, there is a need for a filtration system which will both efficiently and reliably remove these particulates from the exhaust emission of these vehicles. In one such solution to the above emissions problem (US-A-4 449 362) the excess exhaust flow during a burning cycle is vented directly to the atmosphere. By positioning the catalyst bed between the filter to be regenerated and the fuel supply, here the catalyst bed is directly subjected to the aspirated fuel as well as extremely high temperatures. This can result in inhibiting formations of sulfates as well as the possible burn out of the catalyst which will lead to expensive repair or require replacement of the entire system. A similar system (US-A-4 485 621) also has a catalyst positioned upstream of a particulate trap and directly subjected to aspirated fuel. This fuel is combined with a portion of the exhaust and expended through the catalyst and raised to a temperature of 600° C. This heated mixture is then directed through the particulate trap in order to oxidize the particulate matter retained therein. Again, by subjecting the catalyst to the aspirated fuel as well as the high temperatures, unwanted sulfates may form thereon resulting as well as possible burn out of the catalyst. In another background-art-system (US-A-4 677 823) in the regeneration mode the dislodged particles along with the exhaust gas expelled during the regeneration cycle are emitted directly into the atmosphere without any further treatment. These untreated emissions may result in detectable particulates in excess of the new standard which will be unsatisfactory for use in specified vehicles by the year 1994. The prior-art-system which forms the starting point of the invention has two completely separate flow passages (EP-A-0 020 766), each flow passage comprising a filtering means for filtering particulate matter from the exhaust gas. A valve means is provided for selectively directing the exhaust gas to one of the passages. Downstream of the filtering means further valve means are provided connecting only the specific active main flow passage to an oxidation means positioned downstream of the filtering means, but connecting the other flow passage to the outlet portion downstream of the oxidation means directly as a by-pass. Regeneration means positioned intermediate the first valve means and the filtering means in the flow passage forming the by-pass channel are regenerating the filter means in this channel by removing particulate matter therefrom. The system is switched from one channel to the other channel upon sensing of a predetermined condition in the corresponding active filtering means. The particles dislodged from the regenerating filtering means are emitted directly into the atmosphere along with the exhaust gas expelled to the parallel active mean flow passage. Although above described system is improved in comparison with the background-art-systems described above, the untreated emissions may still result in detectable particulates in excess of the new standard explained above. In addition the prior-art-system forming the starting point of the invention is rather complicated and expensive due to the complete parallel two channels with two alternating filtering means and the corresponding three valve means. A unitary exhaust system as such with flow passages, filtering means, regeneration means positioned within a single housing including an inlet portion and an outlet portion is well known prior art as such (EP-A-0 356 040). Here an advantageous microwave-regeneration means is proposed. Nevertheless above explained basic problem of still unsatisfactory exhaust emission remain. In view of the foregoing, it is the object of the present invention to provide an exhaust system which not only significantly reduces particulate emissions from internal combustion engines in a reliable manner for extended periods of operation, but also provides for at least partial treatment of the exhaust emission during the regeneration cycle, all this being achieved in a single compact unit of most simple construction for easy and economical installation within existing vehicles as well as requiring small space reservations in new vehicles. The above object is achieved by a system with the features of the generic part of claim 1 in combination with the features of the characterizing part of claim 1. Preferable and advantageous improvements of the invention may be obtained from the dependent claims. The unitary system according to the invention (as the prior-art-system) significantly reduces particulate emissions from internal combustion engines, but, in addition, also provides for at least partial treatment of the exhaust emission during the regeneration circle, because the gas flow in both passages, the main flow passage and by-pass flow passage, is passed at least through the oxidation means before reaching the outlet portion. The danger of increased sulfates which may form on an oxidation catalyst is minimized by shielding the catalyst from excessive temperatures during regeneration by positioning it downstream of the filtering means in the main flow passage. The complete system is provided in a single compact unit for easy and economical installation. It has a very simple construction, because only one filtering means is used. Now, hereafter follows a brief description of the drawings: Figure 1 is a schematic representation of the unitary hybrid particulate trap in accordance with the present invention in the normal operational trapping mode. Figure 2 is a schematic representation of the unitary hybrid particulate trap shown in Figure 1 in its regeneration mode. A hybrid particulate trap system 1 for reducing particulate emissions from internal combustion engines is schematically illustrated in Figures 1 and 2. This hybrid particulate trap system 1 is of a unitary construction having all of its major components provided within housing 2. By providing such a unitary compact construction, this system may be easily installed within existing vehicles and readily removed therefrom for repair as well as requiring small space reservations in new vehicles. Referring to Figure 1, the housing 2 includes an inlet 4 and an outlet 6, thus allowing for simple placement within existing exhaust systems. Accommodated within the housing 2 is a diverter valve 8 which allows the exhaust gas emitted from the internal combustion engine (not shown) to flow through either the main flow passage 10 or the by-pass flow passage 12. Within the main flow passage 10 there is positioned a particulate trap 14 and an oxidation catalyst 16. The particular design of the particulate trap is not envisioned as part of the present invention and may be of the uncatalyzed wall flow monolith type or of the uncatalyzed ceramic foam type both of which adequately capture the carbonacneous portion of the particulate matter which flows therethrough. The oxidation catalyst 16 as illustrated in the preferred embodiment is a precious metal oxidation catalyst on a flow through metal or ceramic substrate for oxidizing unburned hydrocarbon, however, operability of the system does not depend on this particular type of oxidation catalyst. When in the trapping mode, i.e. when the diverter valve 8 is positioned as shown in Figure 1, exhaust from the internal combustion engine is restricted to flow through both the particulate trap 14 and the oxidation catalyst 16 located in the main passage 10, as shown by arrows A. In doing so, carbonaceous particulate matter in the engine exhaust is removed by the particulate trap as the exhaust gas passes through the medium of the trap 14. The filtered exhaust then further passes through the oxidation catalysts 16 where unburned hydrocarbons are oxidized further reducing the particulate emissions. The exhaust gas is then permitted to escape through the outlet 6 to the atmosphere. Mounted in a position adjacent to the main flow path is a burner 18 which is periodically activated for oxidizing the particulate matter trapped in the particulate trap 14. The regeneration burner 18 is a high temperature diesel fuel burner and is located immediately upstream of the particulate trap inlet. The burner 18 may be of the type illustrated in U.S. Patent No. 4,677,823 discussed above and includes a fuel supply 20, and air supply 22 and igniter 24 in the form of a spark plug. Positioned within the by-pass flow passage 12, which is essentially parallel to the main flow passage 10, is a muffler 26 and the oxidation catalyst 16. When in the regeneration mode, as is shown in Figure 2, the diverter valve 8 directs the exhaust gas flow through the by-pass flow passage 12 and subsequently through the muffler 26 and oxidation catalyst 16 prior to expelsion to the atmosphere through outlet 6, as is shown by arrows B. It should be noted at this time that the oxidation catalyst 16 is common to both the main flow passage and the by-pass flow passage. This provides for an additional 10-20 percent reduction in the particulate matter emitted to the atmosphere during the regeneration mode. By positioning the oxidation catalyst 16 downstream of the particulate trap 14, the oxidation catalyst 16 is effectively protected from being fouled by excessive particulate matter found in the exhaust gas or ash from lubricating oil or fuel. Also the oxidation catalyst 16 is protected from the excessive heat which is generated by the regeneration burner during the regeneration mode of operation. The burner 18 when properly ignited will reach temperatures in excess of 649°C (1200°F) and often as high as 760°C (1400°F). Such excessive temperatures can damage or burn out the oxidation catalyst 16 thereby requiring its replacement. The main flow passage is provided with a differential pressure sensor for measuring the difference in pressure across the trap. This differential pressure sensor is ported through ports 32 and 34. The differential pressure sensor supplies the microprocessor control system 36 with the pressure drop across the trap. This pressure drop Pa is monitored continuously by the control system 36. The differential pressure drop is divided by the kinetic pressure as computed from sensors providing flow and temperature data to develop a dimensionless pressure drop (DP*). Using the same flow and temperature data as were used to non-dimensionalize the actual loaded trap pressure drop, a predicted, clean trap dimensionless pressure drop (DP*c) is computed from predetermined characteristics of the trap. The actual dimensionless pressure drop (DP*) and the ratio of the two is used as an indicator of particulate mass loading in the trap. When a specific particulate mass loading has been reached in the trap as indicated by a ratio of DP*/DP*c, the regeneration sequence shown in Figure 2 is begun. The specific regeneration trigger ratio is based on either regeneration controllability considerations or engine exhaust flow restriction considerations which directly impact engine fuel consumption penalties. Also, the microprocessor 36 is capable of initiating the regeneration sequence upon the expiration of a predetermined amount of time interval between regeneration modes. Therefore, if the predetermined amount of time has passed since the previous regeneration cycle, the system will initiate a regeneration sequence, despite a value of the dimensionless pressure drop ratio (DP*/DP*c) below the trigger value. When the regeneration cycle begins, exhaust gas is directed by the diverter valve 8 to flow through the by-pass flow passage 12 instead of through the main flow passage 10. The microprocessor control system 36 then activates the air and fuel supply systems and the ignition system to achieve lighting of the burner. The ignition system may be powered by a 12-volt battery (not shown) which generates a continous spark for a predetermined amount of time at the beginning of the regeneration cycle after the fuel and air supply systems have been activated. Once the burner has been ignited, hot gases are emitted from the burner which contain 11-15 percent oxygen and are directed to flow through the particulate trap 14 as shown by arrows C. In doing so, the accumulated particulate matter within the particulate trap 14 is oxidized and subsequently passed through the oxidation catalyst 16 where unburned hydrocarbons are further oxidized before the gas is permitted to enter the atmosphere. Temperature sensors are located immediately upstream and downstream of the trap at the same locations where the differential pressure sensor ports 32, 34 are located. The trap inlet temperature sensor is used to provide data for the computation of DP* and DP*c as well as providing feedback for the control of the burner. The trap inlet temperature is used in a PID (proportional - integral - derivative) control loop in the control system software to maintain trap inlet temperature according to a specific setpoint schedule. The output of the PID control loop is a pulse width modulated (PWM) signal used to control the a burner fuel delivery device. One such burner fuel delivery device is an in-tank fuel pump (not shown) that pumps fuel from the vehicle's fuel tank into the burner fuel nozzle according to the commands of the PID control loop. fuel pump speed, and therefore fuel flow, varies according to the percent modulation of the PWM signal from the microprocessor. Another such delivery device is a solenoid valve (not shown) for operating on a constant pressure fuel source (such as the engine fuel pump output pressure regulated to a constant and sustainable pressure). The PWM signal directly varies the percent of time that the solenoid valve is in the open position and therefore controls the fuel flow and burner output. The trap outlet temperature is also used to provide data for the computation of DP* and DP*C. An additional critical function of the trap outlet temperature sensor is to sense the arrival of the particulate combustion or temperature wave within the regenerating particulate trap and trigger the end of the regeneration sequence. Another possible means of sensing completion of regeneration includes the continued monitoring of the (DP*/DP*C). However, the potential errors in this ratio at the low flow rates encountered during regeneration (relative to off-idle engine flow rates) make this an unreliable measure of completion of regeneration. Barring the use of sensors, another approach would be to continue the regeneration process for a fixed period of time known to be the maximum amount of time that could possibly be necessary. This, however, would be wasteful of energy and would unnecessarily degrade overall filtration efficiency in most cases. Sensing the trap outlet temperature has been found to be the most accurate and reliable means of determining the completion of regeneration cycle. At the end of the regeneration cycle, the fuel and air supplies to the burner are shut-off and the diverter valve 8 is returned to the position shown in Figure 1. This allows exhaust gas to again flow through the main flow passage 10 where particulate matter in the exhaust gas may again be collected in the particulate trap 14. INDUSTRIAL APPLICABILITY The above described unitary hybrid exhaust system for reducing particulate emission may be provided in the exhaust stream of any internal combustion device. Examples of such may be boilers, furnaces, internal combustion engines and particularly diesel engines, where it is favorable to remove particulate matter found in the exhaust gases prior to their emission to the atmosphere. The system, being of a compact and unitary nature, may be easily installed within existing exhaust gas lines as well as newly manufactured internal combustion devices.

Claims: A system for removing particulate matter from exhaust gas of an internal combustion engine comprising an inlet portion (4) and an outlet portion (6), a main flow passage (10) and a by-pass flow passage (12) extending from the inlet portion (4) to the outlet portion (6) for conducting the exhaust gas through the system, valve means (8) for selectively directing the exhaust gas through one of the passages (10, 12), filtering means (14) positioned in the main flow passage (10) for filtering the particulate matter from the exhaust gas, regeneration means (18) positioned intermediate the valve means (8) and the filtering means (14) for selectively regenerating the filtering means (14) by removing the particulate matter therefrom, an oxidation means (16) positioned downstream of the filtering means (14) within the main flow passage (10) for further oxidizing the particulate matter, and a control means (36) for controlling the flow of the exhaust gas, selectively activating the regeneration means (18) upon sensing of a predetermined condition, preferably a predetermined condition within the filtering means (14), and for deactivating the regeneration means (18) upon completion of the regeneration of the filtering means (14), characterized in that the system is a unitary system with the flow passages (10, 12), the valve means (8), the filtering means (14), the regeneration means (18) and the oxidation means (16) positioned within a single housing (2) including the inlet portion (4) and the outlet portion (6), the filtering means (14) is positioned only in the main flow passage (10), the regeneration means (18) is positioned only in the main flow passage (10), and the oxidation means (16) is positioned within both the main flow passage (10) and the by-pass flow passage (12). The system as defined in claim 1, characterized in that the by-pass flow passage (12) includes a muffler (26) positioned intermediate the valve means (8) and the oxidation means (16). The system as defined in claim 1 or 2, characterized in that the oxidation means (16) is a precious metal oxidation catalyst. The system as defined any of the claims 1 through 3, characterized in that the filtering means (14) is an uncatalyzed ceramic particulate trap or a ceramic particulate trap including a base metal catalyst. The system as defined in any of the claims 1 through 4, characterized in that the regeneration means (18) is a high temperature diesel-fueled burner and includes an igniter for igniting the burner upon sensing of the predetermined condition, the igniter preferably being a spark plug. The system as defined in any of the claims 1 through 5, characterized in that the system generally operates in a trapping mode with the exhaust gas flowing through the main flow passage (10) and periodically in a regeneration mode with the exhaust gas flowing through the by-pass flow passage (12) upon sensing of the predetermined condition. The system as defined in any of the claims 1 through 6, further comprising a sensor means (32, 34) positioned adjacent the filtering means (14) within the main flow passage (10) for sensing the predetermined condition, characterized in that the predetermined condition is a sufficient build-up of particulate matter within the filtering means (14). The system as defined in any of the claims 1 through 7, characterized in that the system a temperature sensor for sensing the outlet temperature of the exhaust gas flowing through the filtering means (14) such that the control means (36) will deactivate the regeneration means (18) upon the sensing of a predetermined temperature. The system as defined in claim 6, characterized in that the control means (36) controls the valve means (8) so that the exhaust gas is contacted initially through the filtering means (14) to filter the particulate matter and then through the oxidation means (16) to further oxidize the particulate matter, and is periodically directed through the by-pass flow passage (12) and through the oxidation means (16) while regenerating the filtering means (14), and is finally redirected through the main flow passage (10) upon completion of the regeneration of the filtering means (14). The system as defined in any of the claims 1 through 9, characterized in that the control means (36) controls the valve means (8) so that regenerating the filtering means (14) is done by directing a heated gas from the regeneration means (18) through the filtering means (14) and the oxidation means (16).

Inventors: CLERC JAMES C, GLADDEN JOHN R, MILLER PAUL R, CLERC, JAMES C., GLADDEN, JOHN R., MILLER, PAUL R.
Applicants: CUMMINS ENGINE CO INC, CUMMINS ENGINE COMPANY, INC.
Application year: 1990
Main classification: F01N3
IPC codes: F01N3