• 专利附录
  • 专利说明
  • 权利要求
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    • 专利摘要:

    公开号:BR112012019611A2
    申请号:R112012019611-1
    申请日:2011-02-16
    公开日:2020-05-26
    发明作者:Salanta Gabriel；Jackson Timothy；sullivan Henry；J. Kotrba Adam
    申请人:Tenneco Automotive Operating Company Inc.；
    IPC主号:
    专利说明:

    EMISSIONS SYSTEM TO REDUCE NITROGEN OXIDES IN MOTOR EXHAUST
    CROSS REFERENCE TO RELATED ORDERS
    This claim claims priority for application No. US 12 / 773,314 filed on May 4, 2010, which claims the benefit of provisional application No. US 61 / 305,272 filed on February 17, 2010. The description of the above applications is incorporated in the this document as a reference in its entirety.
    BACKGROUND
    The selective catalytic reduction technology has been used in conjunction with the reduction of nitrogen oxides present in the exhaust of internal combustion engines. Many vehicles that use internal combustion engines as a main impeller are also equipped with exhaust aftertreatment devices to reduce nitrogen oxide emissions. Some of these systems are built using urea-based technology that includes a separate vehicle-mounted container for storing urea, a urea injector and a selective catalytic reduction catalyst. Although these systems may have performed well in the past, it may be desirable to provide a selective catalytic reduction system operable without the use of urea or other reducers that are typically not incorporated in a vehicle.
    SUMMARY
    This section provides a general summary of the disclosure and is not a comprehensive disclosure of its full scope or all of its features.
    An emissions system to reduce nitrogen oxides in an engine exhaust includes an emissions catalyst that has an intake adapted to receive an engine exhaust. A fuel tank is adapted to provide
    2/11 fuel for combustion inside the engine. A first injector is operable to inject fuel into the exhaust upstream of the catalyst. A second injector is operable to inject an additional reducer from an additional reducer tank into the exhaust upstream of the catalyst. A controller is operable to control the first and second injectors and vary the fuel supply and supplementary reducer inside the exhaust to reduce nitrogen oxides within the exhaust.
    An emissions system to reduce nitrogen oxides in an engine exhaust includes an emissions catalyst that has an intake adapted to receive an engine exhaust. An injector is operable to inject a reducer into the exhaust upstream of the catalyst. A fuel tank is adapted to provide fuel for combustion inside the engine. A valve to which fuel is supplied from the fuel tank. The valve also receives from a reducer from an additional reducing tank. The valve is selectively operable to supply one or both of the fuel and the supplementary reducer to the injector to reduce nitrogen oxides within the exhaust.
    An emissions system includes an emissions catalyst that has an intake adapted to receive an exhaust from an engine. A first injector is operable to inject fuel from a fuel tank into the exhaust upstream of the catalyst. The fuel tank also provides fuel for combustion in the engine. A second injector is operable to inject additional reducer stored in a supplementary reducer tank inside the exhaust upstream of the catalyst. A burner receives from the exhaust and is positioned upstream from the first and second injectors. A diesel particulate filter is
    3/11 positioned downstream of the burner and upstream of the first and second injectors. A controller is operable to control the burner, as well as the first and second injectors to vary the fuel supply and supplementary reducer inside the exhaust to reduce nitrogen oxides within the exhaust.
    Additional areas of applicability will become evident from the description provided in this document. The description and specific examples in this summary are for illustrative purposes only and are not intended to limit the scope of the present disclosure.
    DRAWINGS
    The drawings described in this document are for illustrative purposes only of the selected modalities and not of all possible deployments and are not intended to limit the scope of this disclosure.
    Figure 1 is a schematic view of a selective catalytic reduction (SCR) system with multiple reducers over a vehicle;
    Figure 2 is a graph representing the conversion of N0 x versus temperature using E85 as a reducer with different catalysts;
    Figure 3 is a graph that represents the percentage reduction of N0 x versus a hydrocarbon to NO X ratio that uses diesel fuel as a reducer;
    Figure 4 is a chart that represents reduction of NOx for several reasons in reducer; Figure 5 is a view schematic in a system alternating reduction catalytic if school (SCR) with multiple
    reducers on a vehicle;
    Figure 6 is a schematic view of another alternate selective catalytic reduction (SCR) system with multiple
    4/11 reducers on a vehicle; and
    Figure 7 is a schematic view of another alternate selective catalytic reduction (SCR) system with multiple reducers over a vehicle.
    Corresponding reference numerals indicate corresponding parts through different views of the drawings.
    DETAILED DESCRIPTION
    The examples of modalities will now be described more fully with reference to the accompanying drawings.
    Figure 1 represents an exhaust treatment system 10 associated with an exemplary vehicle 12. Vehicle 12 includes an engine 14 arranged with a main impeller that has an exhaust port 16 in fluid communication with an exhaust pipe 18. The exhaust motor flows through tube 18 in the direction indicated by the arrow. An injector 20 is positioned to inject a reducer into the engine exhaust that flows through the exhaust pipe 18. An emission catalyst 22 is positioned downstream of the injector 20 and receives from the engine exhaust that flows through the pipe 18.
    A fuel tank 26 is mounted to the vehicle 12 to store fuel. The fuel tank 26 is in communication with the engine 14 through a fuel supply line 27, in such a way that the fuel can be selectively supplied to combustion chambers of engine 14. It is contemplated that engine 14 may be a spark ignition engine powered by gasoline or may be a compression engine powered by diesel. Fuels for the gasoline engine may include gasoline, E85, E95 or other similar fuels. Fuels for the diesel engine may include diesel fuel, B5, B10, B20 biofuel or other similar fuels. An additional reducing tank 28 is also fitted to vehicle 12. It is
    5/11 that tank 28 can store an easily available reducer, such as E85, E95, B5, BIO, B20 or the like.
    A valve 30 selectively interconnects injector 20 with one or both of the fuel tank 26 and the supplementary reducing tank 28. More particularly, a first supply line 32 extends from the fuel tank 26 to a first entrance door 34 of
    valve 30. From similarly, an Monday line in supply 36 interconnects the tank 28 and an Monday door in input 38 gives valve 30. A controller 40 is operable for to control The
    valve 30 to selectively supply the reducer to injector 20. Controller 40 can cause valve 30 to supply only fuel from tank 26 to injector 20. Depending on the present conditions, the fuel can act as a suitable reducer. Controller 40 can also control valve 30 to only supply the reducer stored inside the supplementary reducing tank 28 for the injector 20. Controller 40 can simultaneously supply fuel and an additional reducer for the injector 20 for any number of reasons combined between 0 to 100%.
    A plurality of sensors 42 can be in communication with the controller 40, such that the signal provided to control the valve 30 is based on an evaluation of vehicle data. Sensors 42 can provide signals indicative of, but not limited to, engine speed, engine operating temperature, exhaust temperature, mass air flow, volume of diesel fuel inside tank 26, reducer volume inside tank 28 , NO X concentration, HC concentration, O 2 concentration, H 2 concentration, ammonia concentration and other data that may be available from a CAN bus or sensors fitted to the vehicle 12. Based on
    6/11 insert provided from sensors 42, controller 40 selectively operates injector 20 through injection of the reducer that flows through valve 30.
    Figure 2 represents conversion of NO X versus temperature that has E85 as a reducer used in cooperation with two different catalysts. Catalyst A and catalyst B represent two known catalysts used for selective catalytic reduction in urea-based systems. It should be noted that relatively high NOx conversion is represented when using E85 as the reducer, also with catalyst. The graph represents a purely exemplary and non-limiting example of E85 concentration, where the hydrocarbon to NOx ratio is five.
    Figure 3 represents the percentage of NOx reduction versus a hydrocarbon to NOx ratio when using diesel fuel as a reducer. The reduction of NOx ranges from approximately 38% to 56% depending on the hydrocarbon to NOx ratio varies from 4 to 8 at an operating temperature of approximately 350 ° C. The NOx reduction varies from approximately 28 to 47% depending on the hydrocarbon to NOx ratio, varying from 4 to 6 at an operating temperature of approximately 400 ° C. Based on the dual source of the reducer and the valve arrangement shown in Figure 1, it would be appreciated that the effective NOx reduction could be achieved only through the use of E85 as a reducer. NOx reduction can also be achieved through the use of engine fuel as a reducer.
    It is also contemplated that two or more different reducers can be simultaneously injected into the exhaust flow to effectively convert NOx into the exhaust flow into N2. Figure 4 represents a reduction of NOx in several reduction ratios, where a first reducer includes E100 and a second reducer includes diesel
    7/11 ultra-low sulfur (ULSD). The percentage of NOx reduction was determined for several different reducer reasons, in which E100 and ULSD are simultaneously injected into an exhaust stream. A first percentage of NOx reduction was determined using E100 at a carbon to nitrogen ratio of 1, which is simultaneously injected with ULSD which has a carbon to nitrogen ratio of 5. A second percentage of NOx reduction was determined using the E100 reducer ratio that has a carbon to nitrogen ratio of 3 that is simultaneously injected with ULSD that has a carbon to nitrogen ratio of 3. On the far right of the graph shown in Figure 4, a reduction ratio different was evaluated for the effectiveness of NOx reduction. Ο E100 at a carbon to nitrogen ratio of 3 was simultaneously injected with ULSD which has a carbon to nitrogen ratio of 6. The second data point from the right, shown in Figure 4 corresponds to 100% E85 which is injected at a carbon to nitrogen ratio of 5.
    Figures 2, 3 and 4 illustrate that it may be beneficial to determine a primary and secondary gear ratio dynamically in response to the operating conditions of the motor. In particular, it may be desirable to monitor an engine exhaust temperature at one or more locations relative to a catalyst. In addition, controller 40 can be programmed to estimate a carbon-to-nitrogen ratio of one or more reducers stored on board vehicle 12. Based on percentages of NOx reduction achieved during various reducer ratios and exhaust temperatures, the controller 40 can optimize the use of reducer stored inside the tank 28. Controller 40 can also assess whether other vehicle operating conditions that include throttle position, engine speed and vehicle speed
    8/11 to establish a target NOx reduction percentage and subsequently determine a desirable reducer injection ratio.
    Figure 5 represents an alternate exhaust treatment system 100. The exhaust treatment system 100 is substantially similar to the exhaust treatment system 10. Consequently, similar elements will maintain their previously presented reference numerals. The exhaust treatment system 100 includes fuel tank 26 and supplementary reducing tank 28. A fuel supply line 102 interconnects fuel tank 26 and a first injector 104. The first injector 104 is selectively operable to , supply fuel as a reducer to the engine exhaust flow in pipe 18. The fuel supply within the exhaust flow is controlled by controller 40.
    Another supply line 106 interconnects the reducing tank 28 with a second injector 108. The second injector 108 is selectively operable to inject the reducer contained within the tank 28 into the exhaust flow that passes through the exhaust pipe 18 It would be appreciated that, while the first injector 104 is represented as being upstream of the second injector 108 in Figure 4, that relative position could be reversed or the first injector 104 could be positioned at substantially the same distance from the emission catalyst 22 as second injector 108. In order to achieve this arrangement, injectors can be positioned at different hourly rotational orientations around exhaust pipe 18. Controller 40 is also in communication with second injector 108 to define and control when the reducer stored inside the tank 28 must be supplied to the exhaust flowing through the exhaust pipe 18.
    9/11
    Figure 6 represents another alternate exhaust treatment system identified with a reference numeral 200. The exhaust treatment system 200 is substantially similar to the exhaust treatment system 100. Therefore, similar elements will retain their previously presented reference numerals. The exhaust treatment system 200 includes each of the exhaust treatment system elements 100, as well as a thermal management device 202 positioned upstream from the first injector 104 and second injector 108. The thermal management device 202 may include a burner 204 to increase the exhaust temperature flowing through the exhaust pipe 18. The thermal management device 202 may also include a diesel particulate filter 206. The thermal management device 202 may include both burner 204 and the filter of diesel particulate 206.
    Burner 204 may include an injector 208 operable to supply flammable fuel to the exhaust stream. An additional oxygen source can be provided by a pressurized air blower 209. An igniter 210 can also be provided as part of burner 204 for selectively igniting fuel that may be inside the exhaust that flows through the exhaust pipe 18 with or without additional fuel that is supplied through the injector 208. When the burner 204 is used in combination with the diesel particulate filter 206, the filter can be actively regenerated by energizing the burner 204 to burn the soot previously collected by the fuel filter. diesel particulate 206. Controller 40 is operable to control igniter 210 and injector 208 to define when burner 204 heats the exhaust.
    Figure 7 illustrates another alternate exhaust treatment system identified by the reference numeral
    11/10
    300. The exhaust treatment system 300 is substantially similar to the exhaust treatment system 200. Consequently, similar elements will retain their reference numerals previously presented. The exhaust treatment system 300 includes each of the elements of the exhaust treatment system 200, as well as an additional catalyst 302 positioned in series and downstream from the catalyst 22. The reducing tank 26 supplies the first injector 104 with reducer upstream catalyst 22. Reducing tank 28 supplies reducer to second injector 108 downstream of catalyst 22 and upstream of catalyst 302. It is contemplated that catalyst 22 and catalyst 302 are substantially similar to each other. The use of two catalysts in series can provide an increased NOx reduction percentage and longer catalyst life for each catalyst 22 and catalyst 302.
    The use of diesel fuel as a reducer can increase the likelihood of coking within the catalyst immediately downstream from the diesel fuel injector. Figure 7 represents diesel fuel as the reducer stored inside the tank 26 and supplied to the first injector 104. The thermal management device 202 is positioned as close to the catalyst 22 that receives diesel fuel as the reducer. The increased exhaust temperature can minimize coking and assist catalyst regeneration, if desired. During operation, the first injector 104 and the second injector 108 can be operated individually or simultaneous injection of reducer can occur depending on the operating conditions of the engine, as previously discussed.
    In an alternating arrangement, an optional 304 valve can be operable to supply the reducer within the tank
    11/11 of fuel 26 for the second injector 108 and supply the reducer inside the tank 28 to the first injector 104. A switching of the reducer supply can facilitate regeneration of catalyst 22 and / or catalyst 302. A switching of reducers can increase the service life of both catalyst 22 and catalyst 302. It would also be appreciated that the concepts of the present disclosure can be used in conjunction with engines that withdraw large volumes of exhaust per unit time. Some exhaust systems include multiple ducts in parallel in communication with the engine. Within the scope of the present disclosure, multiple sets of injectors and / or valves are used to duplicate previously described exhaust gas treatment systems along more than one of the exhaust ducts in parallel.
    The foregoing description of the modalities has been provided for purposes of illustration and description. It is not intended to be complete or to limit the description. Individual elements or features of a particular modality are generally not limited to that particular modality, however, when applicable, they are interchangeable and can be used in a selected modality, even if they are not shown or described specifically. They can also be varied in many ways. Such variations should not be considered a deviation from the disclosure, and it is intended that all such changes are included in the scope of the disclosure.
    权利要求:
    Claims (5)
    [1]
    1. EMISSIONS SYSTEM TO REDUCE NITROGEN OXIDES IN MOTOR EXHAUST, and the system is characterized by comprising:
    an emissions catalyst that has an intake adapted to receive an exhaust from the engine;
    an injector operable to inject a reducer into the exhaust upstream of the catalyst;
    a fuel tank adapted to provide fuel for combustion inside the engine;
    an additional reducing tank; and a valve to which fuel is supplied from the fuel tank as a first reducer, the valve also receiving a second reducer from the supplementary reducer tank, where the valve is operable to selectively supply one or both of the first And the second
    reducers for the injector in order in reduce oxides in nitrogen in exhaust interior. 2 . EMISSIONS SYSTEM r according with The claim 1, featured in that THE fuel includes one among gasoline, E85 and E95. 3. EMISSIONS SYSTEM r according with The claim 1, featured in that THE fuel includes one
    among diesel fuel, B5 biofuel, biofuel
    B10 and biofuel B20.
    4. SYSTEM OF EMISSIONS, in wake up with the claim 1, characterized in that The second reducer includes one out of E85, E95, B5, BIO and B20. 5. SYSTEM OF EMISSIONS, in wake up with the
    claim 1, characterized in that it additionally includes a controller to control the injector and selectively inject the reducer into the exhaust.
    6. EMISSIONS SYSTEM, according to the
    [2]
    2/5 claim 5, characterized in that the controller controls
    the valve based on the entry to from sensors of vehicle.7 . SYSTEM EMISSIONS FOR REDUCE Oxides IN NITROGEN NO ESCAPE ENGINE, being that the system is
    characterized by understanding:
    an emissions catalyst that has an intake adapted to receive an exhaust from the engine;
    a fuel tank adapted to provide fuel for combustion inside the engine;
    a first operable injector to inject fuel into the exhaust upstream of the catalyst;
    an additional reducing tank;
    a second operable injector to inject additional reducer into the exhaust upstream of the catalyst; and an operable controller to control the first and second injectors and vary the fuel supply and supplementary reducer inside the exhaust to reduce oxides
    nitrogen inside the exhaust. 8. EMISSIONS SYSTEM, according with The claim 7, characterized in that the fuel includes one among gasoline, E85 and E95. 9. EMISSIONS SYSTEM, according with The claim 7, characterized in that the fuel includes one
    among diesel fuel, B5 biofuel, B10 biofuel and B20 biofuel.
    10. EMISSIONS SYSTEM, according to claim 7, characterized in that the supplementary reducer includes one of E85, E95, B5, BIO and B20.
    11. EMISSIONS SYSTEM, according to claim 7, characterized in that it also includes a burner that receives the exhaust and is positioned upstream
    [3]
    3/5 from the first and second injectors.
    12. EMISSIONS SYSTEM, according to claim 11, characterized in that it also includes a diesel particulate filter positioned downstream of the burner and upstream of the first and second injectors.
    13. EMISSIONS SYSTEM, according to claim 7, characterized in that the first and second injectors simultaneously inject the reducer into the exhaust.
    14. EMISSIONS SYSTEM TO REDUCE NITROGEN OXIDES IN THE ENGINE EXHAUST, and the system is characterized by comprising:
    an emissions catalyst that has an intake adapted to receive an exhaust from the engine;
    a fuel tank adapted to provide fuel for combustion inside the engine;
    a first operable injector to inject fuel into the exhaust upstream of the catalyst;
    an additional reducing tank;
    a second operable injector to inject additional reducer into the exhaust upstream of the catalyst;
    a burner that receives the exhaust and is positioned upstream from the first and second injectors;
    a diesel particulate filter positioned downstream of the burner and upstream of the first and second injectors; and an operable controller to control the burner, as well as the first and second injectors, to vary the fuel supply and supplementary reducer inside the exhaust to reduce nitrogen oxides within the exhaust.
    15. EMISSIONS SYSTEM, according to claim 14, characterized in that the fuel includes
    [4]
    4/5 one among gasoline, E85 and E95.
    16. EMISSIONS SYSTEM, according to claim 14, characterized in that the supplementary reducer includes one of E85, E95, B5, BIO and B20.
    17. EMISSIONS SYSTEM TO REDUCE NITROGEN OXIDES IN THE ENGINE EXHAUST, and the system is characterized by comprising:
    a first emission catalyst that has an intake adapted to receive an exhaust from the engine;
    a second emission catalyst having an intake adapted to receive an exhaust from the first emission catalyst;
    a fuel tank adapted to provide fuel for combustion inside the engine;
    a first operable injector to inject fuel into the exhaust upstream of the first catalyst;
    an additional reducing tank;
    a second injector operable to inject the supplementary reducer into the exhaust upstream of the second catalyst and downstream of the first catalyst; and a burner that receives the exhaust and is positioned upstream from the first and second injectors.
    18. EMISSIONS SYSTEM, according to claim 17, characterized in that it additionally includes an operable controller to control the burner, as well as the first and second injectors, to vary the fuel supply and the additional reducer inside the exhaust to reduce nitrogen oxides within the exhaust.
    19. EMISSIONS SYSTEM, according to claim 18, characterized in that it additionally includes an operable valve to supply fuel to the second
    [5]
    5/5 injector and reducer supplementary to the first injector.
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    法律状态:
    2020-06-02| B15I| Others concerning applications: loss of priority|Free format text: PERDA DA PRIORIDADE US 61/305,272 REIVINDICADA NO PCT/US2011/025043, CONFORME AS DISPOSICOES PREVISTAS NA LEI 9.279 DE 14/05/1996 (LPI) ART. 167O, ITEM 28 DO ATO NORMATIVO 128/97 E NO ART. 29 DA RESOLUCAO INPI-PR 77/2013. ESTA PERDA SE DEU PELO FATO DE O DEPOSITANTE CONSTANTE DA PETICAO DE REQUERIMENTO DO PEDIDO PCT (?TENNECO AUTOMOTIVE OPERATING COMPANY INC.?) SER DISTINTO DAQUELES QUE DEPOSITARAM A PRIORIDADE REIVINDICADA E NAO FOI APRESENTADO O DOCUMENTO COMPROBATORIO DE CESSAO NO PRAZO LEGAL, CONFORME AS DISPOSICOES PREVISTAS NA LEI 9.279 DE 14/05/1996 (LPI) ART. 166O, ITEM 27 DO ATO NORMATIVO 128/97 E NO ART. 2 DA RESOLUCAO INPIPR 179/2017. |
    2020-06-09| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-10-20| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-02-02| B11B| Dismissal acc. art. 36, par 1 of ipl - no reply within 90 days to fullfil the necessary requirements|
    2021-10-19| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    US30527210P| true| 2010-02-17|2010-02-17|
    US12/773,314|US8381514B2|2010-02-17|2010-05-04|On-vehicle nitrogen oxide aftertreatment system|
    US12/773,314|2010-05-04|
    PCT/US2011/025043|WO2011103157A2|2010-02-17|2011-02-16|On-vehicle nitrogen oxide aftertreatment system|
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