Abstract:
An exhaust aftertreatment system for use with an internal combustion engine includes at least one leg having a multi-stage NOx adsorber, with each NOx adsorber stage corresponding to a different temperature range of NOx adsorption. In a multi-pass aftertreatment system, a manifold has at least one inlet and a plurality of outlets. A plurality of legs are connected with a respective manifold outlet. Each leg has a NOx adsorber therein. At least one valve is positioned in association with at least one leg for at least partially opening and closing the at least one leg.

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This is a non-provisional patent application based upon U.S. provisional patent application Ser. No. 60/334,202, entitled “On Vehicle Multi-Pass Valve Flow Controlled Exhaust After-Treatment System”, filed Nov. 29, 2001; 60/394,101, entitled “Multi-Pass Exhaust Flow Control Valve”, filed Jul. 6, 2002; 60/405,056, entitled “Low Cost Replaceable Element Aftertreatment System”, filed Aug. 21, 2002; 60/405,057, entitled “Multi-Stage NOx Adsorber Elements for Exhaust Aftertreatment Systems”, filed Aug. 21, 2002; and 60/405,058, entitled “Low Pressure Fuel Injector”, filed Aug. 21, 2002. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to exhaust aftertreatment systems for use with combustion engines, and, more particularly, to exhaust aftertreatment systems for use with diesel engines. 
     2. Description of the Related Art 
     The control of nitrogen oxide (NOx) emissions from internal combustion engines and particulate matter (PM) emissions from compression (diesel) combustion engines is an environmental problem. Gasoline engine vehicles use three-way catalysts to control such emissions, because their exhaust gases lack oxygen. But so-called “lean-burn” gas engines and diesel engines have enough oxygen in their exhausts that conventional catalytic systems are not effective. Lean-burn, high air-to-fuel ratio, engines are certain to become more important in meeting the mandated fuel economy requirements of next-generation vehicles. Fuel economy is improved since operating an engine stoichiometrically lean improves the combustion efficiency and power output. But excessive oxygen in lean-burn and diesel engine exhausts inhibit NOx removal in conventional three-way catalytic converters. An effective and durable catalyst for controlling NOx emissions under net oxidizing conditions is also critical for lean burn and diesel engines. 
     Exhaust emission control systems which have a NOx adsorber are known, in particular for cleaning exhaust gas from motor-vehicle combustion engines operated predominantly on a lean mixture. In lean operating phases of the combustion device emitting the exhaust gas to be cleaned, such as a motor-vehicle spark-ignition engine operated predominantly on a lean mixture or a diesel engine, the NOx adsorber stores NOx contained in the exhaust gas by adsorption. It is possible for the NOx not to be reduced adequately to nitrogen, for example by a three-way catalyst, because of the oxygen excess and consequently the lack of reducing agents in the exhaust gas. The loading of the NOx adsorber, also known as a nitrogen-oxide adsorber catalyst, with NOx, mainly in nitrate form, increases continuously in the course of a lean operating phase. When its storage capacity is exhausted and it cannot adsorb any further NOx, a changeover is made from the lean operation of the combustion device, which corresponds to an adsorption phase of the NOx adsorber, briefly to a rich operating phase, in which the NOx adsorber is fed an exhaust gas with an at most stoichiometric exhaust air ratio (generally with a substoichiometric air ratio, i.e., with a rich composition of the exhaust gas). This may take place, for example, by changing over the combustion device from the previous lean operation with an at least stoichiometric oxygen component in the fuel/air mixture to be burned to rich operation with a rich mixture; by injecting reducing agents directly into the exhaust gas upstream of the NOx adsorber; and/or by other methods. The rich operating phase corresponds to a regeneration phase of the NOx adsorber, in which the NOx temporarily stored in it are desorbed and then converted by reducing agents adequately present in the fed-in rich exhaust gas. The conversion may take place, for example, in the nitrogen-oxide adsorber body itself if a three-way catalyst is integrated therein; or in a downstream nitrogen-oxide reduction catalyst; or, for example, also by exhaust gas recirculation. The use of a three-way catalyst ensures effective NOx conversion even in the stoichiometric range of the combustion device. 
     Typical fuels for internal combustion engines contain sulfur. When such a fuel is burned, sulfur contained in the fuel is caused to burn and produce oxides of sulfur (SOx), such as SO 2  and SO 3 , which become exhaust gas components. When the exhaust gas containing SOx reaches the catalyst, SOx is apt to be adsorbed onto the catalyst whereby stable inorganic sulfates are formed. Since the sulfates are more stable than nitrates, the sulfates are difficult to decompose and release, and tend to be accumulated in the catalyst. If the amount of SOx accumulated in the catalyst increases, the ability of the catalyst to adsorb and thus reduce other harmful components (HC, CO, NOx) in the exhaust gas may deteriorate. This is generally called “sulfur poisoning”. 
     A particulate filter, also commonly used with diesel engines, is used to prevent carbon particles from soot or PM from exiting the tailpipe. Since the particulate filter has a limited storage capacity, it is periodically regenerated. In one approach, during the regeneration process, exhaust temperature is increased to ignite carbon particles stored in the particulate filter. By burning the stored carbon particles, the filter is regenerated and able to again store the carbon particles. 
     What is needed in the art is an exhaust aftertreatment system and method for a diesel engine which more effectively reduces NOx and PM. 
     SUMMARY OF THE INVENTION 
     The present invention provides a diesel engine exhaust aftertreatment system that reduces NOx and PM. The aftertreatment system may include one or more exhaust flow paths, or “legs”, and each leg of the exhaust system may contain any combination of an injector, NOx adsorber element(s), with an upstream or downstream diesel oxidation catalyst, and optional upstream or downstream particulate trap or other substrate. A single pass exhaust aftertreatment system may also contain an exhaust bypass. A multi-pass exhaust aftertreatment system includes multiple exhaust legs, whereby the individual flow paths can be partially or fully blocked by a valve while the exhaust continues to flow from the engine to atmosphere through the open flow path(s). A small amount of exhaust continues to flow through the leg that is blocked by the system valve, and only a small amount of auxiliary fuel is required to change the lean exhaust to rich, such that the NOx adsorber can be regenerated. The other leg(s) of the exhaust system continue to adsorb NOx during normal operation, enabling the total system to emit low NOx and PM during the entire engine&#39;s operating regime. 
     The invention comprises, in one form thereof, an exhaust aftertreatment system for use with an internal combustion engine. A manifold has at least one inlet and a plurality of outlets. A plurality of legs are connected with a respective manifold outlet. Each leg has a NOx adsorber therein. At least one valve is positioned in association with at least one leg for at least partially opening and closing at least one leg. 
     The invention comprises, in another form thereof, an exhaust aftertreatment system for use with an internal combustion engine. At least one leg has a multi-stage NOx adsorber, with each NOx adsorber stage corresponding to a different temperature range of NOx adsorption. 
     An advantage of the present invention is that the NOx adsorber elements may be configured as replaceable elements. 
     Yet another advantage is that the NOx adsorber elements may be coated with a material to improve NOx adsorption over a broader temperature range. 
     Still another advantage is the exhaust aftertreatment system is relatively low cost in comparison with existing systems. 
     A still further advantage is that the exhaust aftertreatment system may be provided with a low cost fuel injector. 
     Another advantage is that in a multi-pass system, exhaust flow control valves and exhaust aftertreatment regeneration strategies are provided. 
     Yet another advantage is that the exhaust aftertreatment system is designed for compact installation on a mobile vehicle platform, but may also be installed on stationary engine applications, such as a generator. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The above-mentioned and other features and advantages of this invention, and the manner of attaining them, will become more apparent and the invention will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein: 
     FIG. 1 is a schematic illustration of an embodiment of an exhaust aftertreatment system of the present invention; 
     FIG. 2 is a cross-sectional view taken along line  2 — 2  in FIG. 1; 
     FIG. 3 is a schematic illustration of another embodiment of a NOx adsorber which may be used with the exhaust aftertreatment system shown in FIG. 1; 
     FIG. 4 is a schematic illustration of yet another embodiment of a NOx adsorber which may be used with the exhaust aftertreatment system shown in FIG. 1; 
     FIG. 5 is a schematic illustration of still another embodiment of a NOx adsorber which may be used with the exhaust aftertreatment system shown in FIG. 1; 
     FIG. 6 is a schematic illustration of another embodiment of an exhaust aftertreatment system of the present invention; 
     FIG. 7 is a schematic illustration of yet another embodiment of an exhaust aftertreatment system of the present invention; 
     FIG. 8 is a schematic illustration of an embodiment of a multi-leg exhaust aftertreatment system of the present invention; 
     FIG. 9 is a side view of the multi-leg exhaust aftertreatment system shown in FIG. 8; 
     FIG. 10 is a sectional view of the valve shown in FIG. 9, taken along line  10 — 10 ; 
     FIG. 11 is a sectional view of another embodiment of a multi-position valve which may be used with the multi-leg exhaust aftertreatment system shown in FIGS. 8 and 9; 
     FIG. 12 is an end view as viewed from the outlet end of yet another embodiment of a multi-position valve which may be used with the multi-leg exhaust aftertreatment system shown in FIGS. 8 and 9; 
     FIG. 13 is a sectional view as viewed from the inlet end of the multi-position valve shown in FIG. 12; 
     FIG. 14 is a side sectional view of an embodiment of a low pressure fuel injector which may be used with the exhaust aftertreatment system of the present invention; and 
     FIG. 15 is a sectional view of the low pressure fuel injector shown in FIG. 14, taken along line  15 — 15 . 
    
    
     Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate one preferred embodiment of the invention, in one form, and such exemplifications are not to be construed as limiting the scope of the invention in any manner. 
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the drawings, and more particularly to FIG. 1, there is shown an embodiment of an exhaust aftertreatment system  10  of the present invention coupled with a diesel engine  12 . Exhaust aftertreatment system  10  generally includes a fuel injector  14 , catalyzed diesel particulate filter  16 , NOx adsorber  18  and oxidation catalyst  20 . 
     NOx adsorber  18  includes multi-stage NOx adsorber elements  18 A and  18 B in order to enhance NOx adsorption across the full engine exhaust temperature range. As shown in FIG. 2, NOx adsorber elements  18 A and  18 B have an arrayed plate or other suitable configuration providing an increased surface area for improved adsorption. NOx adsorption efficiency is a function of the substrate washcoat material and the exhaust temperature. Multi-stage NOx adsorber elements  18 A and  18 B utilize a substrate material optimized for low temperature adsorption in series with a substrate or multiple substrate elements that have been wash-coated for higher temperature adsorption. In the embodiment shown, upstream NOx adsorption element  18 A includes a titanium salt wash-coated substrate and NOx adsorption element  18 B includes a barium carbonate wash-coated substrate. Adsorbers with a titanium-based wash-coat have also been found to be particularly effective at low temperature and light load engine operation conditions. However, at higher temperature regions, the titanium adsorber will desorb the NOx it has collected. If NOx is desorbed at the higher temperature, then the barium carbonate adsorber element functions to capture the NOx that has desorbed from the titanium-based element. This allows the overall NOx adsorber collection efficiency to be maximized across the entire engine exhaust operating temperature range. 
     Different wash-coat materials are inherently more efficient at NOx adsorption at different temperature ranges. For example, titanium and strontium based wash-coats perform better at low exhaust temperature ranges, typically produced around idle or low load on a diesel engine. Barium and sodium are good for a fairly broad middle-to-high temperature range, and potassium adsorbs well at high temperatures. Current NOx adsorber technology suggests a somewhat homogeneous application of a combination of these wash-coat materials. One problem that has been encountered with these adsorbers is that NOx will desorb or “slip” at higher exhaust temperatures. Exhaust aftertreatment system  10  of the present invention as described above allows capture and continued accumulation of NOx across a broad temperature range by placing multiple adsorber elements in series. 
     Another possible configuration is to add a rare earth metal, such as platinum, to selective portions of the NOx adsorber element in order to assist in the conversion of all pollutants during a regeneration cycle, in addition to or in place of a 3-way catalyst. A fuel injector for the fuel (diesel, hydrogen, or other) is used to start the regeneration cycle and is placed upstream of the 3-way catalyst. 
     During operation, exhaust exits the diesel engine  12  and flows through particulate filter  16  to remove particulate matter. During normal operating conditions, at low exhaust temperatures, first NOx adsorber  18 A adsorbs NO 2 . During higher temperature operation, the NO 2  may be desorbed by the first NOx adsorber  18 A and re-adsorbed by second adsorber element  18 B, thus no net NOx is released in the event of desorption by the first adsorber  18 A. The exhaust then flows through oxidation catalyst  20 . During a regeneration cycle, fuel is injected by fuel injector  14  at a location upstream of particulate filter  16 , thus initiating a regeneration cycle. The NOx reacts with the HC and CO in the exhaust under fuel-rich conditions, either in a 3-way catalyst or in the NOx adsorber if it at least one of the elements has been doped with platinum. This reaction will result in a reduction of the pollutant gases by converting them to N 2 , O 2 , CO 2 , and H 2 O. 
     In the embodiment of exhaust aftertreatment system  10  shown in FIGS. 1 and 2, NOx adsorber  18  includes NOx adsorber elements  18 A and  18 B which are serially arranged relative to each other in a spaced apart manner. However, as shown in FIG. 3, NOx adsorber  18  may include NOx adsorber elements  18 A and  18 B coated for adsorption at different temperature ranges which are integral with each other (i.e., washcoated separately on a single substrate). Moreover, as shown in FIGS. 4 and 5, NOx adsorber  18  may have a different number of adsorber elements (e.g., three as shown)  18 A,  18 B and  18 C for operation at different temperature ranges, again either integral with (FIG. 4) or separate from (FIG. 5) each other. 
     FIG. 6 illustrates another embodiment of an exhaust aftertreatment system  30  of the present invention. Exhaust aftertreatment system  30  includes a particulate filter  16 , NOx adsorber  18  and oxidation catalyst  20  similar to exhaust aftertreatment system  10  shown in FIG.  1 . However, exhaust aftertreatment system  30  also includes an exhaust bypass  32  and bypass valve  34 . Operation of bypass valve  34  using a suitable electronic onboard or other controller causes exhaust gas to flow through NOx adsorber  18  and/or exhaust bypass  32 . Oxidation catalyst  20  is commonly positioned downstream from each of NOx adsorber  18  and exhaust bypass  32 . 
     FIG. 7 illustrates another embodiment of an exhaust aftertreatment system  40  including an exhaust bypass as shown in FIG.  6 . However, exhaust aftertreatment system  40  includes an oxidation catalyst  42  and a 3-way rhodium/platinum/palladium oxidition catalyst  44 . 
     According to another aspect of the present invention, NOx adsorber  18  may be configured with one or more replaceable NOx adsorber elements which are periodically replaced (e.g., based on sensed NOx levels, or at predetermined intervals based upon mileage or time). To this end, NOx adsorber  18  may be configured with a multi-part housing having suitable split lines, hinges, mounting flanges, bolt holes, etc. providing access to the interior of NOx adsorber  18 . For example, NOx adsorber  18  shown in FIG. 7 includes flanges  46  providing access to NOx adsorber  18 . 
     More particularly, a low cost replaceable NOx adsorber element of the present invention utilizes, e.g., an inexpensive wash-coated adsorber element, such as barium carbonate (BaCo 3 ) or barium oxide (BaO), containing very little or no rare earth metals to enable low cost replacement. Currently, legislated sulfur limit in diesel fuel used over the road is 0.05%, although the actual content of sulfur will vary from approximately 0.01 to 0.05%. Future EPA legislation requires 0.0015% sulfur diesel fuel by 2007 to maintain legal emission levels throughout the mandated useful life, for example 435,000 miles for heavy duty on-highway vehicles. Currently the sulfur content in diesel fuel contaminates the adsorber and renders the aftertreatment system ineffective long before the 435,000 mile mark. Sulfur “S-poisoning” of the adsorber is a normal phenomenon from the use of any diesel fuel with measurable sulfur content. As the adsorber is poisoned, its ability to adsorb NOx and other pollutants is diminished. Regeneration processes to release the sulfur are possible, but are in themselves harmful to the adsorber. 
     Currently, rare earth metals are used in the construction of NOx adsorbers. Platinum is one example of a rare earth metal used within the NOx adsorber element. The presence of rare earth metals promotes the conversion efficiency of NOx; however, it also makes the NOx adsorber system very expensive. The present invention eliminates the rare earth metals inside the NOx adsorber and moves the NOx reduction location from the adsorber to a 3-way catalyst at the outlet of the NOx adsorber. The NOx adsorber then becomes a NOx storage and release medium that is cost effectively replaced if the efficiency diminishes due to sulfur poisoning or other degradation. An inexpensive, replaceable NOx adsorber with 20,000 to 100,000 mile change intervals provides an effective, practical, and low cost after-treatment solution for current and future diesel engines. 
     Again referring to FIG. 7, exhaust aftertreatment system  40  is configured for the engine exhaust to first flow through an oxidation catalyst  42  (such as a Platinum based metal substrate element) to oxidize hydrocarbon species in the exhaust and oxidize NO to NO 2 . Next, the exhaust enters NOx adsorber with replaceable NOx adsorption elements therein. NOx adsorber  18  includes a wash-coated substrate, potentially a ceramic material with a multitude of parallel channels that provides a very large surface area over which the exhaust can flow. The material that may be wash-coated onto the surface of the substrate is composed of a compound that undergoes ion exchange with NOx molecules, such that the NOx molecules accumulate on the adsorber element. The compound used for wash-coating may be any one or combination of several carbonate compounds, such as barium carbonate (BaCO 3 ). Several other carbonate and oxide compounds (chemical formula: XCO 3  or XO, where X=Sr, Ti, Ba, Na, and K) have been shown to be viable materials for adsorbing NOx. 
     As the NOx molecule travels over the wash-coated site, the BaCO 3  conducts ion exchange with the NOx, and BaCO 3  releases CO 2  and adsorbs NO 2  to become BaNO 3 . In the case of barium carbonate, the chemical equilibrium equation is: 
     
       
         BaCO 3 +NO 2 →BaNO 3 +CO 2    
       
     
     This basic ion exchange would also hold true for any composition XCO3 or XO, as described above. The efficiency of the chemical process of NOx adsorption is temperature dependent, with barium providing a very good coverage over a wide temperature range. The other carbonate and oxide compounds listed above will provide NOx adsorption in the temperature range not covered by barium carbonate; therefore, a combination of BaCO 3  with some of the other compounds will provide the best overall system performance. At the outlet of NOx adsorber  18 , the exhaust flows into a traditional 3-way catalyst  44  (i.e., platinum/paladium/rhodium), similar to that used on modern gasoline engines. During regeneration, a reductant such as diesel fuel or hydrogen, is injected into the exhaust, upstream of oxidation catalyst  42 . The NOx is released from the NOx adsorber  18  and enters 3-way catalyst  44  at the outlet of the system in near stoichiometric or fuel-rich conditions. This chemical makeup of the exhaust reduces the NOx, HC, and CO into N 2 , O 2 , CO 2 , and H 2 O. 
     At periodic intervals (based on sensed NOx levels, or periodically ranging from every other oil change to perhaps once per year, dependent on engine, application, and duty cycle) the adsorber is replaced by removing the marmon-flange style clamps  46 , dropping out the “poisoned” catalyst, and replacing it with a new one. The exact mechanical attachment of the NOx adsorber element into the system may vary depending a number of factors. 
     According to a further aspect of the present invention, the exhaust aftertreatment system may be configured as a multi-leg exhaust aftertreatment system, with a valve that allows the compression ignition engine exhaust to flow through one or more of the legs, bypassing one branch of the system that is regenerating under low flow conditions. FIG. 8 illustrates one embodiment of a multi-leg exhaust aftertreatment system  50  of the present invention. Exhaust aftertreatment system  50 , shown schematically in FIG. 8, is shown more particularly in the side view of FIG.  9 . Exhaust aftertreatment system  50  includes 4 legs in the embodiment shown in FIGS. 8 and 9, but may include any number of legs depending on the application (e.g., 2, 3, 5, etc.). Moreover, the multiple legs of exhaust aftertreatment system  50  are shown as extending generally parallel to each other, but may extend in other directions relative to each other depending on the application. 
     Exhaust aftertreatment system  50  generally includes four legs  52 ,  54 ,  56  and  58  which are configured similar to the single leg shown in FIG. 1, with the principal difference being a single oxidation catalyst  20  located downstream from each leg. A valve  60  shown in detail in FIG. 10 is located upstream from each leg, and selectively at least partially opens and closes one or more legs of exhaust aftertreatment system  50 . Valve  60  is in the form of a rotary valve including a flat disc  62  with holes  64  allowing the majority of the exhaust to flow to all but one of the four legs. Some small amount of exhaust flow is allowed to enter the blocked off leg through a flow control orifice  66 , which is fixed as shown but may also be adjustable. The position of disc  62  is controlled by a rotary electric motor  68  via a gear drive to a ring gear  70  on the periphery of the disc  62 . 
     Other types of valves positioned at the upstream end of each leg in a multi-leg system are also possible. For example, referring to FIG. 11, a flat blade sliding valve  80  includes a flat blade  82  with holes  84  allowing flow to a number of the legs. Flat blade  82  includes two flow control orifices  86  to controllably allow a small amount of exhaust flow to the blocked leg during regeneration. Flat blade  82  slides linearly to block off exhaust to a desired leg. Movement of valve  80  is controlled by a motor driven linear actuator (not shown) attached to a distal end of rod  88 . 
     Yet another type of valve which may be used in a multi-leg system of the present invention is shown in FIGS. 12 and 13. Valve  90  is in the form of a pair of vane type valves which respectively block exhaust flow to one of two legs or assume a neutral position to allow exhaust flow through both legs. Valve  90  includes a valve body  92 , with an inlet  94  and four outlets  96 . Each vane  98  is controlled by a respective rotary actuator  100 , and position feedback allows each vane  98  to be stopped or set in any position. Each vane  98  is independently controlled, allowing for any combination of exhaust legs to be open or closed, from all legs open to any two legs (not controlled by the same vane) closed at the same time. In FIG. 13, valve  90  is shown from the inlet side to the exhaust as it flows into the valve body  92  and is diverted through three of the four open exhaust legs, with one of vanes  98  covering one leg and the other vane  98  in a neutral position. Vane type valve  90  allows the control of exhaust flow in a small envelope with reduced control requirements, and allows the exhaust to flow through all legs for maximum trapping efficiency and reduced backpressure, rather than requiring a blocked flow path at all times. 
     Acccording to yet another aspect of the present invention, a simple, low pressure, fuel or liquid and air or gaseous mixture injector  110  (FIGS. 14 and 15) delivers the fuel or liquid with a fine atomized spray with simple controls and low cost. The fuel, air, or gaseous mixture enters the injector body  112  via drilling  114  and through a small orifice  116  into injector cap  118 . The fuel fills a circular gallery  120  (FIG. 15) in injector cap  118  and flows through shallow offset channels  122  into a mixing chamber  124  and out through a very small orifice  126 . Fuel and/or air are supplied to the circular gallery by an offset drilling through the end of the injector body with a solenoid at the opposite end to control the supply of fuel, air or gaseous mixture. The restricted passages in concert with the offset channels create a very turbulent flow forming a finely atomized spray pattern at the injector exit. The injector is formed from only two pieces with no moving parts providing for a low cost, low pressure fuel injector. 
     Fuel injector  110  is intended for application as a hydrocarbon douser in an exhaust aftertreatment system. This injector may be placed in the exhaust pipe of an exhaust aftertreatment system, upstream of an oxidation catalyst and upstream of a NOx adsorber element. The advantage of this injector over previous designs is that it delivers a very fine atomization of fuel at very low injection pressures, generally less than 100 psi, with simple construction and very low cost. 
     While this invention has been described as having a preferred design, the present invention can be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains and which fall within the limits of the appended claims.