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    • 专利摘要:
    SET FOR REDUCING NITROGEN OXIDES,. CARBON MONOXIDE AND HYDROCARBONS IN THE EXHAUST OF INTERNAL COMBUSTION ENGINES AND METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONES IN EXHAUSTED COMBUSTED ENGINES WITH COMBUSTED COMBUSTED COMBUSTED COMBUSTIONS. A set and method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhaust systems of internal combustion engines, in which the exhaust is processed in a first stage catalytic converter. A first part of the production of the first stage catalytic converter is cooled and the second part of the production of the catalytic converter is not cooled. The cooled and uncooled exhausts are joined and directed to a second stage catalytic converter. Air is injected into a selected exhaust (1) uncooled before joining with the cooled exhaust, and (2) the combined cooled and uncooled exhausts after joining them.
    公开号:BR112012024840B1
    申请号:R112012024840-5
    申请日:2010-10-28
    公开日:2021-01-26
    发明作者:Joseph B. Gehret；Roberta A. Panora；Ranson Roser
    申请人:Tecogen, Inc.；
    IPC主号:
    专利说明:

    [0001] This application claims priority for US Provisional Patent Application 61 / 343,392, filed on April 28, 2010, in the names of Joseph B. Gehret, Robert A. Panora and Ranson Roser. BACKGROUND OF THE INVENTION Field of the Invention
    [0002] The present invention relates to the treatment of exhaust of internal combustion engines, and more particularly to the reduction of oxides of nitrogen, carbon monoxide and hydrocarbons prevalent in the exhaust of internal combustion engines, particularly internal combustion engines with gaseous fuels driven by candles ignition. DESCRIPTION OF THE PREVIOUS TECHNIQUE
    [0003] Internal combustion engines (IC) powered by spark plugs (SI) and operated with gaseous fuels produce small amounts of undesirable chemical compounds in the combustion chamber, compounds that are exhausted from the engine at high temperatures (800 ° -1250 ° F). For fuels composed primarily of methane and other light hydrocarbons, the commonly regulated chemicals are nitrogen oxides (NO, NO2, or generally NOx) and carbon monoxide (CO). Nitrogen oxides are formed when nitrogen (N2), a major component of air, reacts with oxygen (O2), another major component of air, when both are exposed to high temperatures and pressures in an engine combustion chamber . Carbon monoxide, on the other hand, is the consequence of the fuel's inability to fully react with oxygen, resulting in the formation of carbon dioxide (CO2). CO and NOx are problematic pollutants, since their regulated values are, in many geographical regions, established at or below the limits of current technology.
    [0004] In strictly regulated regions, the current practice for controlling the emissions of SI / IC engines powered by fuels rich in methane (natural gas, biofuels, landfill gas, etc.), is the installation of systems in the exhaust ducts of engines for dispose of these chemicals, as required by regulations. For smaller engines (less than 1000 bhp), the common after-treatment system is a single stage catalyst. In these small engines, the combustion products that come out of the engine are forced into a catalyst monolith (honeycomb structure with a precious metal coating), which facilitates the desirable oxidation and reduction reactions: NOx produces N2 + O2 CO + O2 produces CO2
    [0005] Nitrogen oxides are reduced to gaseous nitrogen (N2) and oxygen (O2), both benign, while carbon monoxide (CO) is completely oxidized to form carbon dioxide (CO2), which is likewise non-hazardous and unregulated.
    [0006] The current emissions systems based on catalysts rely on the very precise control of the operational parameters of the engines, in order to maximize the efficiency of the conversion of the reactions indicated above. Specifically, the simultaneous elimination of NOx and CO through these reactions in a catalytic converter requires a precise operating window of the engine's combustion process with respect to the mixture of air and fuel. This is shown in FIG. 1 in the case of a typical SI / IC engine. As shown, rich mixtures result in low NOx emission by the catalyst, but high CO, while poorer mixtures result in low CO, but high NOx. By FIG. 1 it is evident that the simultaneous cleaning of NOx and CO requires that the engine air / fuel ratio (AFR) is precisely controlled in the narrow region around the stoichiometric air / fuel ratio. The specification of both regulated pollutants can only be maintained when the stoichiometry of combustion is maintained within points A and B of FIG. 1. The acceptable combustion mixture, in order to achieve the strict standards of increasing emissions, requires that the air / fuel ratio of the engine be controlled within narrow limits.
    [0007] Still referring to FIG. 1, typical engine emissions are shown as an AFR function of a SI / IC engine equipped with a single or multiple three-way catalyst (TWC). Observation of the regulated limits of CO and NOx requires that the AFR engine be maintained between points A and B of FIG. 1, a band that approximately represents the stoichiometric AFR.
    [0008] SI / IC stationary engines operating in most applications in the United States and elsewhere are highly regulated in relation to the permissible emissions of CO and NOx, which are becoming increasingly controlled. Most notably, the California Air Resource Board (CARB) now recommends limits of 0.07 lb / MWh and 0.1 lb / MWh CO as part of its 2007 standard in Combined Heat and Power (CHP) applications. The application of a heat recovery credit to maintain a minimum of 60% of the total efficiency of the system and assuming an electrical efficiency of 27%, the stated emission limits in terms of actual concentration in the exhaust gas are 3, 7PPM NOx and 8.9 PPM CO. As used herein, "PPM" means parts per million per volume corrected to a standard air dilution factor (15% oxygen equivalent). The Southern California area under the jurisdiction of the South Coast Air Quality Management District (SCAQMD) has adopted the "CARB 2007" standard for NOx, while restricting CO emissions to a value close to the CARB limit. Other regions of California are also adopting similar standards, while other regions of the country are breaking up into regulations that address the CARB 2007 standards (MA, NY, and NJ, for example).
    [0009] Compliance with the newest standards requires extremely high conversion efficiency in the catalyst, for both CO and NOx. Very large conversion monoliths are required, in addition to the extreme precision in controlling the air / fuel mixture.
    [0010] FIG. 2 shows the constant state AFR control accuracy required for a standard engine (model TecoDrive 7400) that uses a TWC system sized to comply with CARB 2007, as indicated by a millivoltmeter of the narrowband heated exhaust gas oxygen sensor of the pre-catalyst (mV), production that the AFR controller maintains by means of constant-state (anti-noise) AFR control. As shown in FIG. 2 the engine combustion mixture (air / fuel ratio) is acceptable for the performance of the catalyst at the regulated limits only when the signal from a standard lambda sensor in the exhaust duct is maintained between 680 and 694 mV. Above this range, the concentration of CO coming out of the catalyst exceeds the SCAQMD limit of 8.9 PPM, while below this range NOx quickly exceeds the limit of 3.7 PPM. The limits shown in FIG. 2 are those of CARB 2007 with a credit for the heat recovery of the engine, so that 60% of the amount of heat from the fuel is effectively used as electrical energy or as thermal energy recovered. To maintain compliance, the air / fuel combustion mixture must be kept within the 14 mV window for the example shown.
    [0011] A possible method for expanding the control window so that the engine operation has acceptable emissions of both CO and NOx is to modify the system so that two stages of the catalyst systems are used, each operating in different and distinct chemical atmospheres. Previous catalyst systems commonly used a two-stage design with interstage air injection. At that time, they were used in the oxidation or reduction of single-purpose catalyst monoliths, but not both. Then, multi-purpose single-stage catalysts (TWC) were developed, becoming the dominant style. The previous two-stage systems have been successfully employed in stationary SI / IC engines with gaseous fuels, but in accordance with far less demanding standards. It is assumed that the NOx reform problems encountered with two-stage systems previously existed, but had no consequences with respect to the limits regulated at the time.
    [0012] FIG. 3 shows the aforementioned assembly. As shown, two stages of catalysts are plumbed in a series exhaust system. Air is pumped into the exhaust flow between stages one (CAT 1) and stage 2 (CAT 2) and mixed well. The air / fuel ratio of the engine is maintained, in order to facilitate the effective removal of NOx in the first stage. The air injected into the exhaust produces an oxidizing environment in the second stage of the catalyst tending towards the oxidation of CO to CO2, even if the AFR engine is outside the acceptable operating window on the rich side, a highly significant benefit.
    [0013] Tests using the two-stage system showed that the two-stage strategy with air injection was not only effective, but in fact was detrimental to the performance of the catalyst. NOx emissions from the two-stage system were generally greater than in the one-stage system of comparable size and loading of catalyst material. This surprising result indicated that there is a mechanism, so that NOx is formed in the second stage, made possible by the oxygen-rich environment, coupled also with conductive conditions for the chemical reaction, that is, high temperature and an abundance of catalytic material.
    [0014] Therefore, an objective of the invention is to provide assemblies and methods for the consistent and reliable removal of nitrogen oxides and carbon monoxide from the exhaust of internal combustion engines with gaseous and spark plug fuel. SUMMARY OF THE INVENTION
    [0015] With the above objectives and other objectives in view, a feature of the invention is the provision of sets and methods for the effective reduction of nitrogen oxides, carbon monoxide and hydrocarbons in exhaust from internal combustion engines with gaseous and fuel powered fuels. spark plugs, present the gases that enter a second stage of catalytic converter at lower temperature.
    [0016] According to the invention, the gases entering the second stage of the catalytic converter are cooled immediately after stage one, from extremely high temperatures that normally leave the engine (800 ° -1250 ° F) to a lower value. An intermediate temperature, or temperature range, provides desirable chemical reactions (removal of CO and hydrocarbons), being highly favored over those undesirable due to the formation of NOx. This is a particularly viable approach in combining heat and power applications ( CHP), as the gases are cooled in a heat return process. This realization in a CHP application requires not only that (1) the cooling stage be reoriented to cool between stages, and (2) the cooling effectiveness must be changed to stay in a favorable temperature range.
    [0017] The above characteristics and other characteristics of the invention, including several new details of construction and combinations of parts and steps of the method will now be described more particularly with reference to the accompanying drawings and indicated in the claims. It will be understood that the particular sets and methods that embody the invention are shown only as illustrations and not as limitations of the invention. The principles and characteristics of this invention can be used in several and numerous embodiments without departing from the scope of the invention. BRIEF DESCRIPTION OF THE DRAWINGS
    [0018] Reference is made to the accompanying drawings, in which illustrative realizations of the invention are shown, through which their new features and advantages will become apparent. In the drawings: FIG. 1 is a table showing the relationships of the prior art between nitrogen oxides and carbon monoxide present in the exhaust gases of the engine, within and beyond acceptable ranges, given a precisely controlled air / fuel ratio; FIG. 2 is a table illustrating the accuracy of the prior art fixed state air / fuel ratio control for a standard engine, using a three-way catalyst; FIG. 3 is a diagrammatic view of a prior art two-stage catalyst system with interstage air injection; FIG. 4 is a diagrammatic display of an assembly and method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in the exhaust of an engine, in accordance with an embodiment of the invention; FIG. 4A is a diagrammatic view of an alternative set; FIG. 5 is a table illustrating the results of Test 1 described below; FIG. 6 is a table similar to that of FIG. 5, but illustrating the markedly different and greatly improved reductions in nitrogen oxides and carbon monoxide in use in the assembly of FIG. 4; FIG. 7 is a table showing that even with a poor adjustment of the air / fuel ratio controller, the sets and methods of the invention provide less emissions and greater tolerance for variations in the air / fuel ratios of the engines; FIG. 8 is a diagrammatic display of another set and method for reducing emissions of nitrogen oxides, carbon monoxide and hydrocarbons in internal combustion engines; and FIG. 8A is a diagrammatic view of yet another alternative set. DESCRIPTION OF THE PREFERRED ACHIEVEMENTS
    [0019] A two-stage system with interstage cooling was tested using equipment shown in FIG. 4. As shown in FIG.4, the exhaust gases from the engine exit from an engine 20 and are channeled through an exhaust gas duct 22 to a first stage of a catalytic converter 24 having at least one, and preferably two, catalytic converters , Cat la and Cat lb. Two catalytic elements are preferred over one, to achieve high performance in the first stage 24 with respect to the removal of NOx. A single catalytic converter element works well for the revealed system, with a slight compromised performance of the first stage 24.
    [0020] The combustion gases of the engine 20 enter the first stage 24 at a normal engine exhaust temperature (approximately 1200 ° F), after which the exhaust flow is divided into two flows 26, 28. One flow 26 is cooled to approximately 280 ° F when it passes through the cooling medium 30, or through a duct subjected to an injected cooling medium adapted to vaporize and substantially reduce the flow temperature. The other flow 28 deflects the cooling spirals 30, being injected with a controlled amount of air from an air injector 32. The two flows 26, 28 meet at the union 34, and are then conducted to a second catalytic stage (Cat. 2) 46. The exhaust gas cooling can be adjusted by a valve for temperature adjustment 36.
    [0021] Three tests were carried out with this equipment that demonstrate the revealed invention, the tests being summarized below. Tested.
    [0022] In a first experiment, engine 20 was operated at high power (156 bhp and 2500 rpm) and powered by natural gas. The valve for temperature adjustment 36 has been adjusted so that most of the gases are bypassed in the cooling spirals 30. in the operation of the engine in a fixed state, and with the AFR engine fixed in a condition that favors the NOx reduction in the catalysts of Stage 124, the experiment summarized in FIG. 5.
    [0023] During the first 200 seconds and without interstage injection air, NOx, CO, and O2 concentrations in the exhaust system were measured, as well as the interstage exhaust temperature ("Tmix") at the Si port (FIG. 4). During that time, and with the sampling in S1, NOx emissions were well below the compliance limit, while the CO values were not in compliance. In addition, the interstage exhaust temperature was high, as expected (approximately 800 ° F), while the O2 concentration was very close to zero, indicative of almost stoichiometric operation. At 200 seconds and in preparation for the start of air injection, the sampling port was moved to S2 (FIG. 4), immediately after the second stage (Cat 2). As expected, the CO and NOx concentrations measured after the second stage were modestly below with the benefit of the additional catalyst.
    [0024] At 520 seconds, interstage air injection was started, as clearly shown in FIG. 5 by changing the step in the O2 concentration at port S2. CO immediately dropped to near zero, but NOx levels rose rapidly, demonstrating the disappointing result obtained in the past without the benefit of this invention.
    [0025] While the air injection was increased in steps of 800, 1100, and 1400 seconds, NOx improved slightly, but remained highly non-compliant. At 1660 seconds, a change was made to the engine's combustion to a richer value, which only worsened NOx emissions.
    [0026] At 1950 seconds, the air injection was stopped, essentially returning the process to a single stage. In that final segment of time, operating as a single system with rich AFR, the NOx concentration was measured as being low, while the CO was determined as high, the expected result (see FIG. 1). Test 2.
    [0027] In a second experiment, Test 1 was repeated, but with increased interstage cooling to obtain lower "Tmix" values (400 ° F range). The results, shown in FIG. 6, were markedly different. When the air injection started in 550 seconds, the NOx concentration was reduced from 0.5 PPM to approximately half the value, while the CO was also reduced to concentrations well below the compliance limits. Compliance tests are based on the date of the average time taken in large intervals with short spikes, as seen in Test 2 (FIG. 6), and which are permissible as long as they are not excessive.
    [0028] Air injection, which had a substantially negative effect on emissions at the highest temperature, was highly effective in improving the process when interstage cooling was substantially increased. It is important that the reduction of NOx has not been anticipated, being a very significant benefit of the process. Test 3.
    [0029] In a third test, the system was first adjusted to a fixed state condition that provided a performance close to ideal, that is, an interstage cooling of approximately 520 ° F with air injection equal to approximately 1% of the primary combustion air. Then, an engine air / fuel ratio controller was adjusted in stages at alternate fixed-state operating points, both richer and poorer, to determine the process tolerance for poor adjustment. The results, shown in FIG. 7, indicate that the process was successfully compliant with the lambda sensor readings from 660 mV to over 692 mV, essentially double the window of compliance for the single stage catalyst system.
    [0030] Therefore, the new set and method provide both lower emissions and greater tolerance for variations in engines with fixed air / fuel ratio (noise). The same phenomenon and conclusions apply to fuel control excitation strategies, but with increases in the AFR compliance window, as measured by post catalyst oxygen sensors or lambda sensors.
    [0031] There is thus provided by the present invention a set 10, shown in FIG. 4, for the reduction of nitrogen oxides, carbon monoxide and hydrocarbons in exhaust from internal combustion engines. The assembly comprises a first exhaust duct 22 having an exhaust receiving end for connecting and extending an internal combustion engine 20, a first stage catalytic converter means 24 in communication with a discharge end of the first exhaust duct 22 , cooling means, such as cooling spirals 30, arranged in the first stage catalytic converter medium 24 for cooling a first part of the engine exhaust received from the first exhaust duct 22.
    [0032] The assembly also includes a first outlet duct 27 to facilitate the movement of a first flow of the cooled portion 26 of the engine exhaust of the first stage catalytic converter means 24, a second outlet duct 29 to facilitate the movement of the second flow 28 of the engine exhaust received from the first stage catalytic converter medium 24, a duct for the air injection 37 that receives air from the air injector 32, being in communication with the second outlet duct 29 for the cooling of the second part of the engine exhaust , a second exhaust gas duct 33 in communication with the first exhaust duct 27 and the air injection duct 37, and a second stage catalytic converter 46 in communication with the second exhaust gas duct 33 and having a outlet for exhaust emission 48. The first outlet duct 27 can optionally be provided with a valve for temperature adjustment 36.
    [0033] In the operation of the assembly of FIG. 4, the exhaust gases from the engine 20 pass through the first exhaust duct 22 to the first stage catalytic converter medium 24 in which a part 26 of the exhaust is cooled and passed to the first outlet duct 27. The second part 28 of the exhaust it is not substantially cooled, but is passed to the second outlet duct 29.
    [0034] The air injector 32 injects air into the second exhaust duct 29. The hot exhaust gas from the second exhaust stream 28 and the injected air continue through the air injection duct 37 and join the cooled flow 26 of the exhaust gas, proceeding to the second stage of the catalytic converter 46, exiting through outlet 48.
    [0035] An alternative embodiment 15 of the assembly is also provided for the reduction of nitrogen oxides, carbon monoxide and hydrocarbons in exhaust from internal combustion engines, the alternative assembly 15 being shown in FIG. 8 and comprising a first exhaust duct 50, having an exhaust receiving end 52 connected and extending from the internal combustion engine 20, a first stage catalytic converter means 54 in communication with a discharge end 56 of the first exhaust duct 50, the cooling medium 58 in communication with the first stage catalytic converter medium 54 for cooling a first part 60 of the engine exhaust received from the first stage catalytic converter medium 54, and a conduit 62 for the cooled exhaust, the conduit 62 extending from the cooling medium 58.
    [0036] Assembly 15 further includes a bypass cooling means 64 in communication with the output of the first stage catalytic converter means 54 and conduit 62 for the cooled exhaust.
    [0037] A second stage catalytic converter medium 66 is in communication with the cooled exhaust duct 62 and the cooling medium bypass duct 64. An air injection duct 68 is in communication with the cooled exhaust duct 62. An outlet exhaust fan 70 extends from the second stage catalytic converter medium 66.
    [0038] In the operation of the assembly of FIG. 8, the exhaust gases from the engine 20 flow to the first stage catalytic converter 54. A first part of the exhaust that leaves the first stage of the catalytic converter 54 is directed to the cooling medium 58. The second part of the exhaust that leaves the first stage of the catalytic converter 54 enters a cooling medium bypass 64 that joins the cooled exhaust duct 62 leaving the cooling medium 58. The combined exhaust of the cooling medium 58 and the bypass 64 combine in the valve mixture 72, being subjected to an injection of air from the air injector 32, and directed to the second stage catalytic converter medium 66, from which the exhaustion proceeds through outlet 70 with the extremely reduced nitrogen and carbon monoxide oxides.
    [0039] It is still provided with the set 10, shown in FIG. 4, a method for reducing nitrogen oxides, carbon monoxide and hydrocarbons from internal combustion engine exhaust. The method comprises the steps of taking the engine exhaust to a first stage catalytic converter 24, cooling a first part of the engine exhaust in the first stage catalytic converter 24 and removing the first cooled part of the catalytic converter by a first outlet duct of gases 27, removing the uncooled part of the engine exhaust from the catalytic converter 24 by means of a second exhaust gas outlet duct 29, injecting air into the second outlet duct 29, taking the second uncooled part of the engine exhaust and the air injected by the air injection duct 37 into the first gas exhaust outlet duct 27 joins with the first cooled part of the engine exhaust in the air injection duct 37.
    [0040] The method also comprises directing the exhaust in the exhaust gas duct 33 to a second stage catalytic converter 46, and discharging the exhaust from the second stage catalytic converter 46, providing the engine exhaust with less nitrogen oxides and less monoxide content of carbon.
    [0041] It is still provided with the set 15, shown in FIG. 8, a method for reducing nitrogen oxides, carbon monoxide and hydrocarbons from internal combustion engine exhaust.
    [0042] The method comprises the steps of conducting the engine exhaust to a first stage catalytic converter 54 and bringing the engine exhaust from the first stage catalytic converter 54 and partly to a cooling medium 58 and partly to a cooling medium of bypass 64, and mix the exhausts of the cooling medium 58 and the bypass cooling medium 64 in a cooled exhaust duct 62, injecting air through a duct for air injection 68 into the cooled exhaust duct 62, and direct the exhaust the cooling medium 58, and the bypass cooling medium 64, and the injected air duct 68, for a second stage catalytic converter 66, and discharge the engine exhaust thus treated, providing the engine exhaust with less nitrogen oxides and less carbon monoxide content.
    [0043] In accordance with yet another feature of the invention, a method is provided for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhausts of internal combustion engines powered by spark plug fuel. The method comprises the steps of directing the exhausts of an engine 20 to a first stage catalytic converter 24, 54, directing a first part of the exhaust output of the first stage catalytic converter 24, 54 to a cooling medium 30, 58 and then to a cooled exhaust duct 26, 62, directing the second exhaust outlet part of the first stage catalytic converter 24, 54 to an uncooled exhaust gas duct 28, 64, joining the first and second parts of the gas exhaust and directing the first and second joined parts to a second catalytic converter 46, 66 and injecting air into a selected (1) uncooled exhaust duct 29 and (2) the uncooled and cooled exhaust ducts after joining the themselves.
    [0044] In an alternative embodiment 16 of the system of FIG. 4, to be used in situations where the load is constant and the liquid used for cooling is kept at a constant rate, the realization of FIG. 4A can be provided and operated without the hot gas exhaust outlet duct 29 and an injection duct 37 shown in FIG. 4.
    [0045] Similarly, an alternative embodiment 18 (FIG. 8A) can effect the desired emission reduction in a system maintained with constant load and constant rate, in which the exhaust deviation 64 and the mixing valve 72 are omitted from the set, as illustrated in FIG. 8A.
    [0046] Thus, the alternative embodiment of the assembly of FIG. 4, shown in FIG. 4A, comprises the exhaust duct 22, the cooling means 30 of the vaporization construction, the outlet duct 27, the exhaust gas duct 33, the air injector 32 arranged to inject air into the exhaust duct 33, and the second stage catalytic connector half 46 and its outlet 48.
    [0047] The method for reducing oxides of nitrogen, carbon monoxide and hydrocarbons in the exhaust of internal combustion engines using the assembly shown in FIG. 4A comprises the steps of directing the exhaust of the internal combustion engine to a first stage catalytic converter medium, cooling the exhausts of the catalytic converter medium with water and directing the cooled exhausts to a second stage catalytic converter medium, injecting air into the cooled exhausts , direct the air-cooled exhausts in the second catalytic converter medium, and discharge the exhausts from there.
    [0048] The alternative embodiment of FIG. 8A comprises the same assembly as shown in FIG. 8, but without the exhaust bypass 64 and the mixing valve 72. That is, the assembly comprises an exhaust duct 52, a first stage catalytic connector means 54 in communication with a cooling means, the cooling means 58 having spirals or a cooling vaporization set. The set further includes air injection means 32 for injecting air into an outlet line 62 of cooling medium 58, and a second stage catalytic converter medium 66 with an outlet 70 for the treated exhaust.
    [0049] The method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhaust from internal combustion engines using the assembly shown in FIG. 8A, comprises the steps of directing the exhausts of the internal combustion engine to the first means of catalytic converter, cooling the exhausts of the first catalytic converter, injecting air into the cooled exhausts, directing the cooled exhausts to a second stage catalytic connector, and discharging the exhausts of the second catalytic converter medium.
    [0050] It is to be understood that the present invention is in no way limited to certain stages of constructions and methods disclosed in the present and / or shown in the drawings, but also comprises all modifications or equivalents within the scope of the claims.
    权利要求:
    Claims (23)
    [0001]
    KIT FOR THE REDUCTION OF NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONS IN INTERNAL COMBUSTION ENGINE EXHAUST, the set comprising: a first exhaust duct having an exhaust receiving end connected to and extending from an internal combustion engine; a first stage catalytic converter connected to a discharge end of said first exhaust duct; cooling means arranged in said first stage catalytic converter means for cooling a first part of the engine exhaust received from an output of said first stage catalytic converter; a first outlet duct to facilitate the movement of the first part of the engine exhaust cooled by the cooling means; a second outlet duct for passing a second part of the engine exhaust received from the outlet of said first stage catalytic converter means; a duct for the injection of air coupled to said second duct for cooling the second part of the engine exhaust; a second exhaust gas duct coupled to an outlet of said first outlet duct and an outlet of said second outlet duct; and a second stage catalytic converter coupled to an outlet of said second exhaust gas duct and having an outlet for exhaust emission.
    [0002]
    ASSEMBLY according to claim 1, characterized in that said first stage catalytic converter means comprises a plurality of catalytic converters.
    [0003]
    ASSEMBLY according to claim 1, characterized in that said cooling means comprise spirals for a cooling means.
    [0004]
    ASSEMBLY according to claim 1, characterized in that said cooling means comprises means for injecting the cooling means, the cooling means being adapted to vaporize in order to reduce the temperature of the first part of the engine exhaust.
    [0005]
    ASSEMBLY according to claim 3, characterized in that said spirals are adapted to reduce the temperature of said first part of said engine exhaust to about 280 ° F.
    [0006]
    ASSEMBLY according to claim 1, characterized in that said first outlet duct is provided with a valve for temperature adjustment.
    [0007]
    KIT FOR THE REDUCTION OF NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONS IN INTERNAL COMBUSTION ENGINE EXHAUST, the set comprising: a first exhaust duct having an exhaust receiving end connected to and extending from an internal combustion engine; a first stage catalytic converter connected to a discharge end of said first exhaust duct; cooling means for cooling a first part of the engine exhaust received from said first stage catalytic converter means; a cooled exhaust duct extending from said cooling means; a cooling duct bypass coupled to an outlet of said first stage catalytic converter; a second stage catalytic converter coupled to an outlet of said cooled exhaust duct and an outlet of said cooler bypass duct; an air injection duct coupled to said cooled exhaust duct; and an exhaust outlet extending from said second stage catalytic converter.
    [0008]
    ASSEMBLY according to claim 7, characterized in that said first stage catalytic converter means comprises a plurality of catalytic converters.
    [0009]
    ASSEMBLY according to claim 7, characterized in that said cooling means comprises spirals for the cooling means.
    [0010]
    ASSEMBLY according to claim 7, characterized in that said cooling means comprises means for injecting the cooling means, the cooling means being adapted to vaporize in order to reduce the temperature of the first exhaust part of the engine.
    [0011]
    ASSEMBLY according to claim 7, characterized in that it further comprises a mixing valve mounted close to the union of said cooled exhaust duct and said bypass duct.
    [0012]
    METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONS IN EXHAUST OF INTERNAL COMBUSTION ENGINES MOVED TO FUELS ACTED BY IGNITION CANDLES, the method characterized by comprising the steps of: targeting the engine exhaust to a first stage catalytic converter; directing a first part of the exhaust output from the first stage catalytic converter to a cooling medium and then to a cooled exhaust duct; directing a second part of the exhaust output from the first stage catalytic converter to an uncooled exhaust gas duct; joining the first and second parts of the exhaust gas and directing the joined first and second parts to a second catalytic converter; and inject air into one selected from (1) the uncooled exhaust duct, or (2) the cooled and uncooled exhausts joined after joining them.
    [0013]
    METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND INTERNAL COMBUSTION ENGINE EXHAUST HYDROCARBONS, the method characterized by understanding the steps of: take the exhaust from the engine to a first stage catalytic converter medium, cooling a first part of the engine exhaust in the first stage catalytic converter medium and removing the first cooled part of the catalytic converter medium by a first outlet duct; removing a second uncooled portion of the engine exhaust from the catalytic converter medium by means of a second outlet duct; inject air into the second outlet duct; take the second uncooled part of the engine exhaust and the injected air to the second exhaust gas duct to join with the first cooled part of the engine exhaust in the second exhaust gas duct; direct the exhaust in the second exhaust gas outlet duct to a second stage catalytic converter; and discharge the exhaust from the second stage catalytic converter; and thus provide the engine exhaust with less nitrogen oxides and less carbon monoxide.
    [0014]
    METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND INTERNAL COMBUSTION ENGINE EXHAUST HYDROCARBONS, the method characterized by understanding the steps of: take the engine exhaust to a first stage catalytic converter; taking the engine exhaust from the first stage catalytic converter partly to a cooling medium and partly to a deviation from the cooling medium; mixing the exhausts of the cooling medium and the diversion cooling medium in a cooled exhaust duct; inject air into the cooled exhaust duct; directing the exhausts from the cooling medium, and the bypass cooling medium, and the injected air, to a second stage catalytic converter; and discharge the engine exhaust from the second stage catalytic converter; and thus provide the engine exhaust with less nitrogen oxides and less carbon monoxide.
    [0015]
    SET FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONS IN INTERNAL COMBUSTION ENGINE EXHAUST SYSTEMS, the set comprising: a first exhaust duct having an exhaust receiving end for connecting to and extending from an internal combustion engine; a first stage catalytic converter means coupled to a discharge end of said first exhaust duct; an outlet duct to facilitate the movement of the engine exhaust from said first stage catalytic converter means; cooling means for cooling the engine exhaust in said outlet duct; a duct for the injection of air coupled to an outlet of said outlet duct for cooling the engine exhaust; and a second stage catalytic converter coupled to an outlet of said outlet duct and having an outlet for exhaust emission.
    [0016]
    ASSEMBLY according to claim 15, characterized in that said first stage catalytic converter means comprises a plurality of catalytic converters.
    [0017]
    ASSEMBLY according to claim 15, characterized in that said cooling medium comprises spirals for the cooling medium.
    [0018]
    ASSEMBLY, according to claim 15, characterized in that said cooling means comprises means for injecting the cooling means, the cooling means being adapted to vaporize in order to reduce the engine exhaust temperature within said outlet duct.
    [0019]
    SET FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND HYDROCARBONS IN INTERNAL COMBUSTION ENGINE EXHAUST SYSTEMS, the set comprising: a first exhaust duct having an exhaust receiving end connected to and extending from an internal combustion engine; a first stage catalytic converter means coupled to a discharge end of said first exhaust duct; cooling means for cooling the engine exhaust received from said first stage catalytic converter means; a cooled exhaust duct extending from said cooling means; an air injection duct coupled to said cooled exhaust duct; and a second stage catalytic converter coupled to an outlet of said cooled exhaust duct; and an exhaust outlet extending from said second stage catalytic converter.
    [0020]
    ASSEMBLY according to claim 19, characterized in that said first stage catalytic converter means comprises a plurality of catalytic converters.
    [0021]
    ASSEMBLY, according to claim 19, characterized in that said cooling means comprises means for injecting the cooling means, the cooling means being adapted to vaporize in order to reduce the exhaust temperature of the engine.
    [0022]
    METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND INTERNAL COMBUSTION ENGINE EXHAUST HYDROCARBONS, the method characterized by understanding the steps of: take the engine exhaust to a first stage catalytic converter medium; removing the exhaust from the catalytic converter medium by means of an outlet duct; cool the engine exhaust in the outlet duct; inject air into the outlet duct; direct the exhaust in the outlet duct to a second stage catalytic converter; and discharge the exhaust from the second stage catalytic converter; and thus provide the engine exhaust with less nitrogen oxides and less carbon monoxide.
    [0023]
    METHOD FOR REDUCING NITROGEN OXIDES, CARBON MONOXIDE AND INTERNAL COMBUSTION ENGINE EXHAUST HYDROCARBONS, the method characterized by understanding the steps of: take the engine exhaust to a first stage catalytic converter; take the engine exhaust from the first stage catalytic converter to a cooling medium; direct the exhausts from the cooling medium to a cooled exhaust duct; inject air into the cooled exhaust duct; direct the exhausts from the cooling medium, and the injected air, to a second stage catalytic converter; and discharge the engine exhaust from the second stage catalytic converter; and thus provide the engine exhaust with less nitrogen oxides and less carbon monoxide
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    同族专利:
    公开号 | 公开日
    BR112012024840A2|2020-07-14|
    AU2010352022B2|2014-08-14|
    KR101434373B1|2014-08-27|
    DOP2012000273A|2013-02-15|
    JP6356281B2|2018-07-11|
    CR20120533A|2013-01-11|
    JP2017122457A|2017-07-13|
    ZA201207726B|2014-03-26|
    US20140196438A1|2014-07-17|
    KR20130018862A|2013-02-25|
    PT2821606T|2019-11-15|
    US8578704B2|2013-11-12|
    AU2010352022A1|2012-09-06|
    CA2790314C|2015-03-24|
    SG184348A1|2012-11-29|
    JP2013534985A|2013-09-09|
    US20110265451A1|2011-11-03|
    CN103154451A|2013-06-12|
    NZ602200A|2014-08-29|
    IL222598D0|2012-12-31|
    CN103154451B|2016-08-24|
    CA2790314A1|2011-11-03|
    NI201200158A|2013-02-05|
    ES2754356T3|2020-04-17|
    MX2012012110A|2013-02-26|
    US9121326B2|2015-09-01|
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    法律状态:
    2020-07-28| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-08-25| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-24| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-01-26| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 10 (DEZ) ANOS CONTADOS A PARTIR DE 26/01/2021, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US34339210P| true| 2010-04-28|2010-04-28|
    US61,343,392|2010-04-28|
    US12/816,706|US8578704B2|2010-04-28|2010-06-16|Assembly and method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhausts of internal combustion engines|
    US12/816,706|2010-06-16|
    EP10166307.8|2010-06-17|
    EP10166307A|EP2397216A1|2010-06-16|2010-06-17|Assembly and method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhausts of internal combustion engines|
    PCT/US2010/002853|WO2011136756A1|2010-04-28|2010-10-28|Assembly and method for reducing nitrogen oxides, carbon monoxide and hydrocarbons in exhausts of internal combustion engines|
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