Abstract:
Diesel engine particulate trap regeneration is obtained by concurrently supplying two exhaust gas streams to a particulate trap requiring regeneration. One stream is produced in a reactor/diesel engine operating an efficient stoichiometric ratio. The second stream is produced in a second reactor/diesel engine burning fuel at a low air/fuel ratio to produce an exhaust gas stream carrying a substantial load of unburned hydrocarbons, hydrogen and carbon monoxide. The two streams together carry sufficient thermal energy to ignite the unburned hydrocarbons, hydrogen and carbon monoxide using oxygen from the first exhaust gas stream as oxidizer.

Description:
BACKGROUND OF THE INVENTION  
       [0001]     1. Technical Field  
         [0002]     The invention relates to regeneration of diesel exhaust particulate traps and more particularly, to a system and method for introducing heat, fuel and oxidizer to the particulate trap to induce combustion of particulate buildup.  
         [0003]     2. Description of the Problem  
         [0004]     Diesel engines generate unburned hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO 2 ), nitrogen oxides (NO x ), and particulates, and can pass molecular oxygen (O 2 ) with the exhaust product. The particulate matter is principally solid particles of carbon and metal compounds with adsorbed hydrocarbons, sulfates and aqueous species. Among the adsorbed species are aldehydes (e.g. formaldehyde) and polycyclic aromatic hydrocarbons. Particulates, and carbon monoxide, are principally byproducts of incomplete combustion. Combustion in the engine can be modified to minimize particulate generation, however, doing so with contemporary technology leads to increases NO x  emission.  
         [0005]     Nitrogen oxides are also considered undesirable. NO is produced in large quantities at the high combustion temperatures which promote complete combustion and avoid particulate generation. NO 2  is formed principally by the post oxidation of NO in the exhaust. NO 2  production can be reduced by retarding engine timing and exhaust gas recirculation, both of which again contribute to particulate generation. Low emissions of nitrogen oxides also favor generation of CO and leave unburned hydrocarbons.  
         [0006]     A currently favored approach to lowering diesel emissions is to accept increased particulate levels in the exhaust stream from the engine in order to reach the NO x  targets, and to introduce a particulate trap to the exhaust stack to then remove the particulates and achieve the desired emission levels. Such traps can be constructed of metal or ceramics, and include a filter capable of collecting particulates from the exhaust stream. The trap must be able to withstand high temperatures, which are introduced to the traps periodically to oxidize particulate deposits which form in the traps. It has not proven easy to maintain traps at a sufficient temperature to burn the carbon deposits, especially where the traps are located a substantial distance from the engine compartment and downstream from exhaust energy recovery devices, such as power turbines for turbocharging systems. The problem is further complicated when the diesel is operating under a partial load. Secondary measures such as electrically powered heaters, which consume a great deal of power, have been built into particulate traps to address this problem. Particulate oxidation is further promoted by the injection of fuel into the exhaust stream which burns on contact with the heaters. This method of course increases fuel usage.  
         [0007]     As part of tighter motor vehicle emission standards, commercial operators will be required to avoid long term idling of diesel engines. Extended idling has been a common practice for drivers who park their rigs for mandatory break periods and desire to have power for heating, cooling and entertainment while on break.  
       SUMMARY OF THE INVENTION  
       [0008]     According to the invention there is provided a particulate trap regeneration system for a diesel engine exhaust treatment system. A second hydrocarbon reactor, preferably a second diesel engine, is connected to discharge into the same particulate trap as the primary reactor. The second diesel engine is usually much smaller than the primary engine, and is used to run an auxiliary power plant to eliminate the need to operate the primary diesel to supply electrical power to the vehicle when the vehicle is standing. Normally, the second diesel engine is operated at a stoichiometric air/fuel ratio to achieve full combustion. However, under circumstances where the particulate trap is indicated as fully loaded, the second diesel may be operated concurrently with the first diesel to promote combustion in the particulate trap and thereby regenerate the trap. Under these conditions, the second diesel is operated at an insufficient air/fuel ratio to support complete combustion, producing a high concentration of unburnt hydrocarbons and free hydrogen entrained in its exhaust stream. Simultaneous introduction of the two exhaust streams into the particulate trap introduces sufficient thermal energy to the trap to promote ignition in the particulate trap of the unburned hydrocarbons and hydrogen from the second exhaust stream supplying the fuel and the first exhaust stream supplying the oxidizer.  
         [0009]     Additional effects, features and advantages will be apparent in the written description that follows. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0010]     The novel features believed characteristic of the invention are set forth in the appended claims. The invention itself however, as well as a preferred mode of use, further objects and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawing, wherein:  
         [0011]      FIG. 1  is a perspective view of a motor vehicle to which the present invention might advantageously be applied.  
         [0012]      FIG. 2  is a schematic of an overall configuration of the system. 
     
    
     DETAILED DESCRIPTION OF THE INVENTION  
       [0013]     Referring to the figures and in particular to  FIG. 1 , a motor vehicle  11  as may be equipped with a diesel engine is illustrated. Such vehicles are, at the time of the writing of this application, being subjected to increasingly strict emission limits relating to nitrogen oxides and particulates.  
         [0014]     Referring to  FIG. 2 , a high level schematic of a motor vehicle power plant and exhaust treatment system  10  generally illustrates the environment of the invention. As is conventional, air is drawn from the environment and introduced or pumped into engine  20 , an auxiliary power unit (APU)  28 , or both. APU  28  is preferably a one or two cylinder diesel engine of small displacement which can operate on the same diesel fuel used for the primary diesel engine  20 . However, APU  28  can be any engine which can be run “rich”, that is, to generate exhaust carrying a high concentration of unburned hydrocarbons (HC) and to generate substantial thermal energy. Even a coal or wood burning stove could function in this role. Where APU  28  is a diesel, fuel for its operation is drawn from a fuel reservoir  16  which also supplied primary diesel  20 . Fuel is injected by fuel injectors  12  and  14  into the cylinders of engine  20  and APU  28  for operation of the engines. The air/fuel ratio is controlled by controlling the amount of fuel injected into the cylinders. This control is implemented through control signals from an engine control unit  18 . While APU  28  can be operated independently to turn an electrical generator  30  to power vehicle electrical loads  32 , the system and method of the present invention contemplates that APU  28  and primary diesel engine  20  will be run concurrently to effect regeneration of the particulate trap of exhaust after treatment system  24 .  
         [0015]     Exhaust gases from the primary diesel engine  20  are discharged into the exhaust system generally indicated by the numeral  22 . Within the exhaust system is an exhaust after treatment system  24  comprising a particulate trap of conventional design. The particulate trap is essentially a filter constructed from a very high temperature resistant material. The filter catches and holds particulate matter entrained within the exhaust gases discharged into the exhaust system  22 . The particulate trap must periodically be regenerated to limit increases in exhaust system  22  back pressure and thereby maintain engine efficiency. According to the present invention, the particulate trap is regenerated by periodically by introducing a supplementary exhaust stream into the particulate trap from an auxiliary power unit  28  which provides fuel for initiating burnoff of the particulates. The particulates caught in the particulate trap are then combusted to reduce the particulate material to gas and ash. The ash falls into a trap for periodic removal at appropriate maintenance intervals. Combustion in the particulate trap depends upon delivery of sufficient oxygen to the particulate trap and increasing the temperature to support combustion. Supplying additional fuel, beyond the fuel value of the particulates themselves, if any, initiates and supports the combustion process. In the present invention oxygen is supplied in the exhaust stream from the primary diesel engine  20 , which runs lean, that is a close stoichiometric balance. Supplemental fuel is supplied by the auxiliary power unit  28  in the form of uncombusted HC resulting from running the APU rich, that is with too much fuel for the amount air being drawn from the environment. Sufficient heat to initiate combustion in the particulate trap is supplied by the combination of the exhaust streams from the auxiliary power unit and primary diesel engine entering the particulate trap concurrently.  
         [0016]     Primary diesel engine  20  and APU  28  qualitatively produce (or pass) the same constituents in their respective exhaust streams. Generally these constituents are HC, nitrogen oxides, carbon monoxide, carbon dioxide, water, hydrogen, nitrogen, oxygen, particulates and thermal energy. Engine control provided by the engine control unit, operating on data returned by engine sensor packages  21 ,  29  allows the relative quantities of the physical constituents and the amount of heat released to be adjusted. In particular, APU  28  operates as a reactor which generates a surplus of CO and unburned hydrocarbons when regeneration is occurring. When APU  28  is used alone it is operated at an efficient stoichiometric balance. Only when APU  28  operates in parallel to primary diesel engine  20  is its mixture set rich. This can occur when the vehicle is in motion, under power by primary diesel engine  20 , and an increasing pressure drop is detected by differential pressure sensor  34  across the exhaust after treatment system, indicating a build up of particulate material in the particulate trap and the need to regenerate the trap. APU  28  is then operated non-stoichiometrically to effect conditions in the particulate trap conducive to its regeneration. When APU  28  is operated in parallel to primary diesel engine  20  it increases the amount of electrical power available onboard a vehicle. APU  28  may also be used as the primary electrical power source on the vehicle to operate functions such as power steering, etc.  
         [0017]     By controlling and locating the exhaust after treatment system  24  and APU  28  away from the main engine compartment and out from a vehicle cab, thermal elevation under the cab is minimized. APU  28  is located close enough to exhaust after treatment  24  that its exhaust, combined with the thermal energy from the primary diesel engine  20 , can initiate combustion in the particulate trap portion. Conventional fuel dosing of the diesel emissions from the primary diesel engine  20  or fuel injector  12  is no longer needed. Combustion ratios are advantageously developed for use under various conditions, e.g., when the primary diesel  20  is at idle.  
         [0018]     The invention allows the fuel used for particulate trap regeneration to be burned in a controlled reaction, and thus allow use to be made of the fuel, rather than dumping the fuel into the exhaust stream and wasted. Fuel is saved. The APU emits controlled non-stoichiometric combustion by product as fuel for regeneration of a particulate trap, but can be returned to stoichiometric operation to meet emission regulations.  
         [0019]     While the invention is shown in only one of its forms, it is not thus limited but is susceptible to various changes and modifications without departing from the spirit and scope of the invention.